Faster and faster The science that optimizes your speed. B1
To new heights
Is nuclear fudge fusion just too much? C1
Yard completes lift for yachts up to 200 feet. B11 Vol.9, No. 6
The secrecy of germs
1 NEW COURSE, 17 HOURS, 3 LIVES SAVED
What pathogens mean for crew By Dorie Cox Staph infections, MRSA, E. coli and Norovirus frequently make headlines. But no one in yachting wants to be connected with infectious diseases that leave crew sick, reputations damaged and boats quarantined. “There have been virulent infections reported regarding Staph, serious respiratory infections, yeast infections and E. coli,” Carmen Foy, president and CEO of Invenia Technologies said of yachting. “This industry looks clean, pretty and completely Febrezed,” Foy said. “But, when you lift up its skirt...” After years as a chef on boats, she has seen problems first-hand. Trained in food safety and hygiene, Foy left yachting to create Invenia, in Ft. Lauderdale, to offer testing for environmental pathogens, drugs and fuel. She also hears of incidents as a teacher of food safety and hygiene at International Yacht Training in Ft. Lauderdale. “A yacht is like a fishbowl surrounded by pathogens,” Foy said. “We want to educate and mitigate, but not create hysteria or fear of contagion.” Pathogens are bacteria, viruses, molds and such, that cause diseases. They are
See GERMS, page A16
Just after daybreak, Second Officer Olly Lynn, driving, and Chief Officer Guy Bennett-Pearce bring the skipper of the Maria Christina II back to his vessel. PHOTOS FROM CAPT. PATRICK WALSH
M/Y Golden Odyssey rescues fishermen By Lucy Chabot Reed When a yacht commits to a rescue, it really commits. On July 20, M/Y Golden Odyssey was en route to Tahiti via Panama when about midnight, Second Officer Olly Lynn spotted a vessel on his radar, just off course. As the yacht approached, every light on the little boat came on and eager voices rose on the VHF: Amigo, amigo. Lynn woke Capt. Patrick Walsh,
Drama is in the story, not in the rescue who was on his rotation as relief on the Golden Odyssey, and they hailed the boat on the radio. They were 550nm off the coast of Costa Rica/ Panama. “The only distinguishable word was ‘please help’ and ‘problem’,” according to Golden Odyssey’s official report of the incident.
Vendor relationships changed for yacht captains Fading are the days of vendors walking the docks, handshake agreements and kickbacks to yacht captains. How captains handle goods and service relationships is evolving from decades earlier. “The internet is the most amazing thing,” a captain From the Bridge said. “You can even put a part number Dorie Cox in and you can see the list price on your own.”
Individual comments are not attributed to any one person in particular so as to encourage frank and open discussion. The attending captains are identified in a photograph on page A14. Technology, marina security and increased transparency are a few of the reasons for the changes, said captains at The Triton’s monthly captains luncheon. Computers account for a substantial change in vendor relationships, a captain said. “There’s more documentation
these days,” a captain said. There are fewer carbon copied, handwritten receipts. Everything is kept on record and captains can search information on their own. So can yacht owners. “Owners are not stupid, they know what’s going on today,” a captain said. “And there are fewer handshake agreements,” another captain said. Captains rarely meet vendors anymore when onboard in a marina or yard, one captain said. Gone are the days of the barrage of flyers,
See BRIDGE, page A14
The bridge team tried to communicate but none among the 24-member crew spoke Spanish, the fishermen no English. Under a moonless sky, the 263foot (80m) yacht altered course to get closer – but not too close. Under its searchlights emerged a brightly colored 30- to 40-foot wooden fishing boat named the Maria Christina II and her three crew. The bridge team looked for signs of
See RESCUE, page A12
Does having a management company make for a better captain? Yes – 24.1% No – 75.9%
– Story, C1
A September 2012 WHAT’S INSIDE
I’ll get you, my pretty...
Everyone can capture these beauties in the Atlantic. See more on PHOTO/FWC A4.
Advertiser directory Boats / Brokers Business Briefs Calendar of events Columns: Captain’s lunch Crew Coach Crew’s Mess Fitness In the Galley Interior Latitude Adjustment Nutrition Personal Finance Onboard Emergencies
C14 A8 A10 B14 A1 A13 C6 A15 C1 C4 A3 C5 B13 B2
Rules of the Road Cruising Grounds Fuel prices Marinas / Shipyards Networking Q and A Networking photos News News Briefs Puzzles Technology Tech Briefs Triton Spotter Triton Survey Write to Be Heard
B1 B9 B5 B8-11 C3,4 C5 A4 A6-7 C14 B1,3, 8 B5 B15 C1 A17-19
Crew create new ventures as a way to stay in yachting An economic downturn is reason enough to worry. It’s caused some among us to find jobs in oil and gas. It’s caused others to go shoreside and learn how to survive on a half the takehome pay. But there are some yacht crew who have taken these economic lemons and made lemonade. And even set up Latitude a stand to sell Adjustment it. Now if just Lucy Chabot Reed someone will buy it. Chief Stew Alene Keenan, who writes our monthly Stew Cues column, has long been a mentor and teacher of greener crew. A consummate professional, Keenan has more than 20 years taking care of owner and yachts. And doing it well. Five years ago, she started a training company – Yacht Stew Solutions – that placed her on yachts, helping stews get started, get organized, get better. All the while, she’s continued to work on yachts. Now she’s working with Mary Louise Starkey, founder of Starkey International Institute who’s been called the founder of the U.S. household/estate management profession. “I think the industry needs to be rebooted right now,”she said by e-mail recently. “Since there are no standards for interior service, there is little incentive for top performers. That’s why there is such a high turnover of stews, and why we have a pool of relatively inexperienced and unprofessional crew. “I would like to get rid of this ‘amateur’ image and help create an international service force of trained stews who will establish themselves as professionals of a higher standard.” Together, they are developing a Service Management System targeted to owners in 10 service areas.
“I see this training as the wave of the future,” she said. “I have always wanted to help stews improve their lives and take time for the things that matter to them. I also want to help make stewing a more serious career, and for stews to get paid accordingly.” Good luck. Capt./Cook Ben Stanley and Mate/Stew Jo Stanley have done what some might think is daring and others might see as completely nuts. They have bought a 61-foot Hatteras and put her into term charter. Freedom Yacht Charters offers everything from a few hours around Ft. Lauderdale to a few days around Key West to a few weeks in the Bahamas. “It’s not a boat, it’s a lifestyle; it’s my lifestyle,” Capt. Stanley said. “It’s what I know. I want to be running a boat, out on the water every day.” So a year ago, after finding the perfect yacht for a client, the deal fell through. But the boat was still perfect. So he bought it. M/Y Freedom has “the room of a 70-footer,” Capt. Stanely said, with a full beam salon, three guest cabins and private crew quarters. Capt. Stanley was born in Ft. Lauderdale, is the son of a yacht broker, was crew on yachts including M/Y Lady Allison and ran yachts for the past 10 years. He wants to give people who can’t afford a yacht the yachting experience. His target audience is tourists who want to see Ft. Lauderdale from the water without the crowds and common experience aboard commercial boats. But he also wants to show yachting to people who live here or even those who work on yachts but rarely enjoy them. Good luck. Have you made an adjustment in your latitude recently? Let us know. Send news of your promotion, change of yachts or career, or personal accomplishments to Editor Lucy Chabot Reed at firstname.lastname@example.org.
Capt./Cook Ben Stanley and Mate/Stew Jo Stanley have bought the 61-foot M/Y Freedom and are ready to charter. PHOTO/LUCY REED
September 2012 A
A September 2012 NEWS BRIEFS
M/Y StarFish damaged in fire at McMullen & Wing M/Y StarFish, a 50m expedition yacht, was extensively burned at McMullen & Wing in Auckland, New Zealand overnight on Aug. 11-12. The yacht was into the final year of its three-year construction schedule. “Custom yacht building takes a long time and it’s when you reach these finishing stages and you see the whole yacht coming together that we are reminded of the full beauty of these yachts,” said McMullen & Wing Managing Director David Porter. “The energy and excitement of the whole team as this enormous work of art and craftsmanship takes form is very special. To see it all go up in flames at such a late stage is absolutely heartbreaking to us all.” New Zealand media reports stated that the steel-and-aluminium vessel, valued at $49.5 million, was fully engulfed when firefighters arrived. Twenty fire trucks and 90 firefighters worked more than 10 hours combating the fire in a shed at McMullen and Wing’s Mt. Wellington shipyard. McMullen and Wing Commercial Manager Michael Eaglen told the New Zealand Herald that the steel hull appears to have survived the blaze and the engine room appeared undamaged. But decisions on how to salvage the yacht would be weeks away. “We really don’t know,” Eaglen told the Herald. “We’re hopeful that it’s going to be salvageable [but] to a certain extent that’s a decision for our insurers.” The yacht was under construction for Aquos Yachts and was expected to be delivered to owners in June 2013. Investigators have not yet determined what ignited the blaze, which is believed to have started in some painting products inside the shed, the Herald reported. StarFish is successor to the 45m M/Y Big Fish, built for a polar circumnavigation and has traveled 60,000nm in the past two years.
Yacht detained, crew arrested
The 75m, four-masted S/Y Phocea was detained and 13 of her crew arrested in Vanuatu in late July on charges of producing fake passports, according to press reports, mostly from Radio New Zealand International. Other offenses, including drug smuggling and money laundering, are still being investigated.
The owners of Boston Yacht Haven ended their management contract with IGY and have taken over management of the marina. A story on page B5 of the August issue indicated otherwise. The Triton
The crew pleaded guilty to disembarking before receiving clearance and paid fines totalling $14,000. American student Faviola Brugger Dadis, 27, was ordered to pay nearly $1,500 in fines for immigration and customs offenses, including disembarking before receiving official clearance and for obstructing the officials when they boarded the vessel. She is believed to be the owner’s partner. Capt. Richard Malaise was expected to face charges as The Triton went to press in late August. Vanuatu police raided the vessel shortly after its arrival in July and it was subsequently seized. The owner, Pascal Anh Quan Saken left the country just before the raid, Radio New Zealand reported. According to news reports, the yacht set off from Italy, went through the Panama Canal and stopped in Tonga before mooring in Vila Harbour. It is believed that all the crew involved boarded in Tonga. Their names and nationalities were not released. Intrigue surrounds the incident. News sources have reported that unnamed government officials visited the yacht before it was raided, and the head of the Transnational Crime Unit, Andrew Kalman, who was in charge of the raid, was subsequently suspended. He’s challenging the move in court. The head of Transparency International in Vanuatu, Marie-Noelle Ferrieux-Patterson, said there have been local reports the yacht’s owner was suing a political leader, prompting the yacht’s raid and seizure. Ferrieux Patterson says Vanuatu needs independent help from either Australia or New Zealand with a commission of inquiry.
New cash rules in Italy
In an effort to curb money laundering in Italy, the Italian Economy and Finance Ministry has imposed regulations on cash aboard both commercial and private yachts while in Italian waters. The rules went into effect June 21. The Marshall Islands sent a notice to its clients, advising that the regulations: 1. Require the individual (captain, crew, and passengers) entering and
See NEWS BRIEFS, page A6 regrets the error. The U.S. body that investigates accidents is the National Transportation Safety Board. An essay on page A16 of the August issue indicated otherwise.
A September 2012 NEWS BRIEFS
Ady Gil captain sues Watson; M/Y Octopus goes exploring NEWS BRIEFS, from page A4 exiting Italy by vessel with cash equal or greater than 10,000 euros to present a customs declaration to the relevant authorities. 2. Prohibit money transfers for any reason and by any individuals when the value of the operation is greater than or equal to 1,000 euros. This means, for example, that a captain cannot pay cash to the crew for monthly salary or for technical or shore services, or that an agent cannot provide money to a captain, if the amount is greater than or equal to 1,000 euros. 3. Allow for transactions that exceed the 1,000-euro limit by using traceable means (prepaid cards with owner’s name or through banks, the Italian post offices corporation or electronic monetary institutes). Receipts of all such money transfers should be kept to show authorities should there be a custom’s check. Administrative penalties for noncompliance with the money transfer regulations apply to any individual and range from 7,000-10,000 euros. The Marshall Islands notice said its administrator “is aware that the Italian authorities are actively imposing fines for violation of the requirements.”
Panama Canal tolls set to increase
Panama has approved an increase to tolls in the Panama Canal, despite objections from the commercial industry. Slated for increases in October is the “other” category, one of 10 categories of ships that transit the canal and includes yachts. Additionally, there will be changes to tolls applicable to small vessels based on length, according to a government statement. It was unclear what the raises will be.
Ady Gil captain sues for loss
Capt. Paul Watson, founder of the Sea Shepherd Conservation Society, has been sued by Capt. Pete Bethune over the incident that destroyed the trimaran Ady Gil. According to a story in the Sydney Morning Herald, Bethune is asking for $476,000 from Sea Shepherd. A month after the January 2010 incident, Bethune boarded the Japanese whaling ship and presented its captain with a bill for damages. He was arrested and held in a Japanese jail for five months before being convicted and sentenced to two years in prison. His sentence was suspended and he was deported to New Zealand. Watson is also battling legal charges from Costa Rica and Japan over incidents related to the SSCS’s efforts to disrupt shark and whaling activities in international waters. Arrested in Germany, officials were
discussing his extradition to Costa Rica when, on July 22, Watson forfeited his $300,000 bail and left Germany. Watson says Bethune provided evidence against him to Japanese authorities, prompting them to seek his extradition from Germany as well. His location is uncertain, but he has said through Internet channels that he plans to participate in the upcoming Japanese whaling fleet’s season off Antarctica in the Southern Ocean Whale Sanctuary.
Octopus donated for science
U.S. billionaire and Microsoft cofounder Paul Allen has donated his 414foot M/Y Octopus to the British Royal Navy to help recover the bell of the British battle cruiser HMS Hood lost during World War II and to uncover details about why she sank, according to a story by CNN. The HMS Hood was sunk during a battle with German battleship Bismarck in 1941. The Hood remains the largest Royal Navy vessel to have gone down, and resulted in the largest loss of life suffered by any single warship in British history. Recovery of the bell is seen by those who lost loved ones as a way to honor the 1,415 men who died.
Piracy stats drop
The number of pirate attacks have fallen sharply in the first half of 2012, according to a global piracy report by the International Maritime Bureau. Overall, 177 incidents were reported to the IMB Piracy Reporting Centre (PRC) in the first six months of 2012, compared to 266 incidents for the corresponding period in 2011. The decrease is primarily due to the decline in the incidents of Somali piracy, the IMB reported, dropping from 163 in the first six months of 2011 to 69 in 2012. Somali pirates also hijacked fewer vessels, down from 21 to 13. The report attributed that decline to the pre-emptive and disruptive tactics by international navies. The decline in Somali piracy, however, has been offset by an increase of attacks in the Gulf of Guinea off the coasts of Nigeria and Cameroon, where 32 incidents were reported in 2012, versus 25 in 2011. Attacks elsewhere in the world have mainly been armed robberies. Indonesia accounts for almost 20 percent of the global numbers, with 32 reported incidents compared to 21 over the same period in 2011. Twenty-eight of the vessels targeted were boarded, including 23 anchored vessels, two
See NEWS BRIEFS, page A7
September 2012 A
San Diego gets fast entry; no license needed to catch lionfish
A group of divers have found a German submarine sunk during World War II off Nantucket. In searching 100 square miles of ocean, they found the 250-foot submarine intact, sitting upright and tilted to the starboard side. The crew did not divulge the location of the wreck so that others would not disturb it.
International travelers enrolled in Global Entry who are returning to the U.S. through the San Diego airport can bypass passport and baggage control lines by using a self-service kiosk. Global Entry allows low-risk travelers to complete the customs declaration forms and verify their entry documents and identity at a kiosk that features a camera, touch-screen monitor, fingerprint reader, document reader, receipt printer, and keypad. Applicants pay a $100 application fee and provide information for background vetting. Applicants also complete an interview with a CBP officer, and provide fingerprints and a photo. Membership lasts five years. Global Entry is open to U.S. citizens and legal permanent residents, and to citizens of the Netherlands who are enrolled in Privium, and Canadian Nexus members. San Diego is the latest of 27 airports with Global Entry, including airports in Ft. Lauderdale, Miami, Seattle, New York, Houston, and Washington DC. For more, visit www.globalentry.gov.
San Diego gets fast entry
FWC: Take more lionfish
NEWS BRIEFS, from page A6 berthed and three that were under way. The latest reported attacks may be viewed on the IMB Live Piracy Map at: www.icc-ccs.org/livepiracymap
Roman ship found near Genoa
Divers in Italy have discovered a 2,000-year-old shipwreck believed to be a Roman-era commercial vessel. The vessel was found off the town of Varazze in Liguria, about 10 miles west of Geno, according to a BBC News report. No fishing or boat passage is being permitted at the wreck site.
Sunken sub found off Nantucket
U.S. Customs and Border Protection has begun Global Entry kiosks at the international arrivals area of the San Diego International Airport.
Harvesting invasive lionfish from Florida no longer requires a fishing license, provided catchers use certain gear, and there is no limit, according
to a statement the Florida Fish and Wildlife Conservation Commission. The changes, which apply only through next summer, are: The changes do not allow spearing in areas where spearfishing is prohibited and apply to state waters only, which is from shore to 9 miles in Gulf of Mexico waters and from shore to 3 miles in Atlantic waters. Lionfish are a nonnative invasive species that prey on native fish and compete for food with native predatory fish such as grouper Lionfish have venomous spines, and a sting can be quite painful. To treat a sting, immerse the wound in hot (not scalding) water or apply heat to the affected area for 30 to 90 minutes to help break down the toxin.
YachtInfo topics set
The training sessions have been set for YachtInfo, the day-long crewfocused seminar to be held Oct.29, the Monday of Fort Lauderdale International Boat Show. The sessions include: “STCW Changes: Implications to Your Mariner’s License”, “Arrested: When They Chain Your Yacht to the Pier”, “America’s Cup 34: The Superyacht Program” and “Superyachts: Making a Positive Environmental Impact.”
The conference costs $30 and includes lunch. Moderators and presenters have not yet been named.
More storms predicted
A division of the U.S. National Weather Service raised hurricane season predictions for the second half of the Atlantic season. After six named storms by the first week in August, the Climate Prediction Center of NOAA increased its prediction of storms to 12-17 named storms (tops winds of at least 39 mph) from the original 9-15. Of these, 5-8 are predicted to become hurricanes (top winds of at least 74 mph) from the original 4-8, and 2-3 could be major hurricanes (Category 3, 4 or 5; winds of at least 111 mph), up from 1-3. The season runs June 1 to Nov. 30. “We are increasing the likelihood of an above-normal season because storm-conducive wind patterns and warmer-than-normal sea surface temperatures are now in place in the Atlantic,” said Gerry Bell, lead seasonal hurricane forecaster at the center, in a NOAA report. But “El Niño is a competing factor, because it strengthens the vertical wind shear over the Atlantic, which suppresses storm development,” Bell said.
A September 2012 BOATS / BROKERS
For sale: Imagination, Smile, 99 Problems, Bread and Espresso CNBC has reported that Russian billionaire Andrey Melnichenko is building the world’s largest sailing yacht, estimated at about 400 feet. It is being built in the Nobiskrug shipyard in Germany, which is controlled by Abu Dhabi MAR, CNBC reported. Melnichenko, 40, built the 396-foot, futuristic-looking M/Y A. Northrop & Johnson has sold the following yachts recently: The 142-foot Feadship M/Y Kingfisher (in a co-listing with Burgess); the 115-foot Crescent M/Y Kapalua;
the 86-foot Nordhavn M/Y CaryAli; and the 70-foot Marlow M/Y Tiger Five. The brokerage has added to its central agency listings for sale: The 137-foot Kanter S/Y Bread for $24.9 million; the 112-foot (34m) Crescent M/Y 99 Problems for $4.99 million; the 107-foot (32.6m) Westport M/Y Mr. Terrible for $1.9 million; the 105-foot (32m) Broward M/Y Polo V for $3.4 million; and the 102-foot M/Y Newcastle Explorer for $5.9 million. New to the firm’s charter fleet is the new 145-foot Benetti M/Y Checkmate in the Caribbean and Bahamas this winter with Capt. Matthew Bishop
(on display at the Antigua show in December). Camper & Nicholsons recently sold the 164-foot (50m) Benetti M/Y QM of London. The brokerage has also added the following yachts to its central agency listings for sale: The 47m Benetti M/Y Imagination, the 44m Benetti M/Y Smile, the 120foot (36.5m) M/Y Lady Aida from Bugari Custom Yachts, the 114-foot (35m) Newcastle M/Y Cortina, the 97foot (30m) Ferretti M/Y Starship, the 89-foot (27m) M/Y Griffioen, and the
86-foot (26m) M/Y Espresso by Horizon yachts for 1.9 million euros. To its charter fleet, the company has added the 180-foot Oceanfast M/Y Obsession; and the 110-foot (34m) S/Y Unplugged from Valdettaro, which was built specifically for charter and can seat up to 20 for alfresco dining. The firm has also added two new sales brokers: Keith Lawrence in its Palm Beach office and Alain de Grelle in the U.S. Northeast. Lawrence captained yachts for more than 35 years, including M/Y Moonraker and M/Y Octopussy. De Grelle started his yachting career at Camper & Nicholson’s in 1994 where he helped set up the Miami Sales & Marketing offices. Fraser Yachts has recently sold the 181-foot (55m) M/Y Southern Cross III built by Nishii for 8.95 million euros. The brokerage has added to its central agency listings for sale the 128foot (39m) S/Y Loop I for 8.5 million euros; a 106-foot (32m) new build from the Benetti sail division for 6.7 million euros; the 101-foot (31m) M/T Celeste for 2.95 million euros; the 86-foot (26m) Hatteras M/Y Migration for $3.6 million; the 85-foot (26m) S/Y Xilgaro II for 1.9 million euros; and the 82-foot (25m) M/Y Elegante for $495,000. New to the the firm’s charter fleet include the 129-foot (39m) CRN M/Y Ancona. Heesen Yachts recently delivered two yachts: the all-aluminum 35m M/Y Galactica Plus and the 47m steel-hulled M/Y My Secret, bringing to five the number of yachts delivered in 2012. The builder delivered six in 2011. Ten yachts remain on the company’s order book with deliveries scheduled through 2015. Rodriguez Group has delivered the Sanlorenzo 40 Alloy and Italyachts’ 43m. The 40 Alloy M/Y 111 is the seventh of the Sanlorenzo aluminum range. It won the World Superyacht Award and the Showboats Design Award. Moran Yacht & Ship has sold the 120-foot (36.6m) Palmer Johnson M/Y Vitamin. It was listed at $14.9 million. Merle Wood & Associates has sold the 105-foot (32m) Azimut M/Y La Rubia. The brokerage also added the 205foot (62.5m) M/Y Maidelle from Icon Yachts to its central agency listings for See BOAT BRIEFS, page A9
BOATS / BROKERS
September 2012 A
Root structures of trees and skeletons inspire sloop’s design BOAT BRIEFS, from page A8 sale, in a joint listing with Burgess.
for Sept. 1 and will be open through January.
Robert Cury & Associates sold the 112-foot Westport M/Y Symphony II. The asking price was $4.4 million. The firm also sold the 80-foot
Sunreef Yachts has launched the 82-foot M/Y Houbara for seven guests and up to three crew. Houbara will debut at the Cannes International Boat Show later this month.
Hatteras M/Y Game Time, to be renamed M/Y Destiny IV.
Ferretti Group has appointed Ferruccio Rossi as managing director to replace Giancarlo Galeone, who has ended his mandate after CEO Salvatore Basile’s sudden death. Rossi has been Riva managing director and Ferretti Group country manager since 2005. Norberto Ferretti becomes honorary chairman. “We would like to particularly thank Norberto Ferretti, the group’s founder, for the extraordinary contribution to the management. I am glad that Norberto will continue his work with passion, in order to assure our brands of leadership in the luxury nautical sector at an international level,” said Tan Xuguang, chairman of both Ferretti Group and SHIG-Weichai Group.
MarineMax plans to open a showroom in a shopping mall in Tampa, according to a story in the Tampa Bay Times. “The goal is to reach out to people who don’t normally go to a boat store or a boat show and show them what boating is all about,” David Witty, vice president of event marketing and retail merchandising for MarineMax, told the Times. MarineMax is based in nearby Clearwater. A grand opening was scheduled
A major restoration of the 86-foot (26m) Feadship M/Y Sultana has been completed at Feadship in Holland. Launched as Din-Dina in 1969,
the yacht was found abandoned in a French yard in 2007 by Dutch sailor
according to the release. “Not only does the long vertical trunk represent the mast, but the root ball forms the hull, providing strength and the support for the vertical structure. “We also considered the skeletal structure of small but strong creatures. In nature it is the exo-skeleton which provides the chassis for these organisms.” The deck caulking is based upon the radiating growth rings of a tree trunk, which illuminate at night.
Kees van den Hoek. With the support of a businessman who was interested in owning the yacht, the nearly empty hull was returned to Holland, propelled by the original Gardner engines.
Delta offers the 163-foot M/Y Triton for sale, along with its owners. Its asking price is $25.9 million.
A new 46m sloop S/Y Exo has been designed by Claydon Reeves and Dykstra Naval Architects that takes its inspiration from a tree.
“The interconnected root structures of large trees seemed like a good starting point as the basis for a yacht,”
Hill Robinson has hired Franc Jansen as director of its France operations based in Antibes and as director of yacht management. Jansen has a background in commercial shipping and holds qualifications as a navigation officer and engineer. Most recently, he was with YPI where he was a group director and led the yacht management department for the past seven years. He is also active on the MYBA yacht management committee where he has been involved with new regulations for yachts.
A10 September 2012 BUSINESS BRIEFS
Yachting firms go bankrupt, expand, acquire BoatClub files bankruptcy
The Fort Lauderdale BoatClub filed for Chapter 11 protection from bankruptcy on Aug. 2, according to the South Florida Business Journal. The property, formerly Jackson Marine, is on the north side of the New River west of I-95. National Liquidators has used the site for the past four years. The company had plans for 300 dry slips for boats up to 49 feet and 14 wet slips for yachts up to 160 feet.
Montauk offers free radio check
Montauk Marine Basin is now a Sea Tow automated radio check host station in New York. Boaters in Montauk Harbor and Block Island Sound can use the free safety service by calling Channel 26 on their VHF radio. The radio check service is broadcast via VHF channels 24-28, depending on the region. To find the radio check channel in a particular area, visit www. seatow.com/arc, and enter a city, state or zip code.
Drew acquires Chemring Marine
Drew Marine acquired Chemring Marine, supplier of marine distress signals. The business will maintain its headquarters in Hampshire, UK, and will have offices in Australia. “Chemring Marine is a specialist in the manufacture and worldwide distribution of marine distress signals,” Chemring’s Managing Director Justine Heeley said. “The acquisition will help the business to focus on enhancing its support to its global maritime safety network and gives the company a ‘marine home’.” Chemring will be renamed Drew Marine Signal and Safety. Its HQ will remain in Hampshire, and all Chemring Marine staff will remain with the company, according to a news release.
Brownell, ROK appoint director
Justin Reis has been named new director of design and engineering for Brownell Trailers and ROK Boat Stands in Fairhaven, Mass. Reis received his bachelor’s degree in mechanical engineering from Dartmouth University and his master’s degree from the University of Massachusetts. He has experience in metal forming, metal fabrication and laser welding processes. For more, visit www.brownelltrailers.com.
Company supports yachts in Brazil Brazil Yacht Services has opened in Rio de Janeiro to offer full support service for megayachts along the
See BUSINESS BRIDGE, page A11
Volvo Penta gets new president; West Marine to give green grant BUSINESS BRIEFS, from page A10 coast of Brazil. Services include cruise planning, clearances, visas, bunkering, aviation support, provisioning, ground tours and more. The founding members bring more than 40 years experience in the megayacht industry. The company will assist yachts who visit the Football World Cup this year and the Olympics in 2016. For more information, visit www. brazilyachtservices.com.
Volvo Penta appoints president
Volvo Penta of the Americas has appointed Ron Huibers president. He succeeds Clint Moore. Huibers has most recently served as president of sales and marketing North America within Volvo Trucks Americas. He will assume his position on Sept. 1. Huibers has been with the Volvo Group for 20 years. “We have ambitious growth objectives both for our marine and industrial engine business,” said Global President Björn Ingemanson. “Based on his extensive experience and record of performance, Ron is the right person to continue to grow our business and strengthen our already strong market positions in the Americas,” In his new role, Huibers will have responsibility for Volvo Penta’s sales, marketing and after-market operations in North America, Central America and South America in the newly formed Volvo Penta Region Americas.
West Marine sells inReach
DeLorme inReach will be sold in select West Marine stores and online. InReach is a two-way personal satellite tracking, SOS and communication device, offering tracking and locating, SOS alerting with message delivery confirmation, and text/e-mail messaging with a wireless connection to an Apple or Android smart mobile device. InReach uses the Iridium satellite network for global coverage, high network reliability and fast data connections with end-to-end message delivery in less than a minute. DeLorme’s free Earthmate app supports free downloads of maps or NOAA charts. It also enables full twoway texting with any mobile or e-mail address when boating beyond the range of cellular networks or VHF radio. InReach won an NMMA Innovation Award at the 2012 Miami International Boat Show. For more, visit www. inreachdelorme.com.
Green product could win $10,000
West Marine is accepting applications for its fourth annual Green
Product of the Year award. The winner will be announced and the $10,000 award presented at the 2013 Miami show in February. The winner will be based on effectiveness, economy, environmental impact, degree of innovation, timing, verification of claims. Participants can enter the contest and read all rules and entry requirements at westmarine.com/green until Nov. 23.
Sabiya donates clothes to crew
Sabiya by PurThread has donated high-performance clothing to the crew onboard E/V Nautilus for their expeditions off the coasts of Turkey and Cyprus. The odor-fighting shirts and sweatshirts will enable more than 100 scientists, engineers, and educators aboard to be more comfortable during their summer expedition. The company donated 250 polo shirts, 250 T-shirts, and 250 sweatshirts to the crew. The expedition team is mapping and exploring the seafloor in the Black, Aegean and Mediterranean seas with Robert Ballard and Katy Croff Bell. Ballard is known for his discovery of the wreckage of the RMS Titanic. Live video footage of the undersea exploration can be found at www. nautiluslive.org. Components include naturally occurring antimicrobials, including silver and copper, to protect fabrics against mold, mildew and fungus. For more, visit www.sabiya.com.
Bali rendevous raises money
The 5th annual Yacht Support Group and Cape Discovery Bali Superyacht Charity Rendezvous was held in August to raise awareness and money to help charities in remote areas of Indonesia. The charities included Yacht Aid Global, Bali Street Kids Orphanage, Rainbow Reading Gardens, Yayasan Pulau Banyak, and Senang Hati. The money will be used for medical and school equipment, food and professional assistance to children. The rendezvous is organized each year by Indo Yacht Support
DYT, NZ Millennium Cup partner
Dockwise Yacht Transport (DYT) has partnered with the New Zealand Millennium Cup to offer discounts on shipping for the event for the next three years. Trips in 2013 are scheduled to depart from Palma, Spain, at the end of November and stop in Martinique, Port Everglades, and Costa Rica before arriving in Auckland for the regatta’s start on Feb. 14. For more information, visit www. millenniumcup.com.
September 2012 A11
A12 September 2012 FROM THE FRONT: Rescue at Sea
Maria Christina II had been adrift for eight days RESCUE, from page A1 hostility but there were none. “It was obvious from the very start they were in distress,” Capt. Walsh said. “There’s no other way they would be out in the middle of nowhere and shouting on the radio.” The biggest concern, he said, was what to do with the men if they happened to be refugees. “There’s nothing between Panama and Tahiti, so you’ve got to bring these guys with you to Tahiti,” he said. “Our concern was how much trouble we’d be in if we picked up refugees. “But you don’t really have an option,” he said. “When someone’s calling for help, you help.” The yacht’s crew were mustered and they launched the foredeck tender in a 2m swell. Chief Eng. James Mac Donald and deckhands Albert and Ami ventured over to help. Mac Donald stepped aboard. Despite the language barrier, he quickly learned that the fishermen had engine trouble and saw that the fuel injectors were beyond repair. He was able to learn that the Maria Christina II had been adrift for eight days and had not seen another vessel in that time. They had run out of food and fresh water the day before. “These guys were lucky we passed
by,” Capt. Walsh said. “We were delayed in Panama six hours waiting to dispose of sludge oil. If we had been on time, it would have been daylight and with the current, he wouldn’t have seen us and we would have passed right by them.” When coming up on mariners in distress, the standard protocol is to coordinate with the nearest coast guard station. But the language barrier continued as Golden Odyssey Radio Officer Plamen Petrov tried to call the Costa Rican and Galapagos coast guards. No one spoke English. It was the U.S. Coast Guard, the yacht’s management company, its Bermuda flag and even a Costa Rican newspaper that all played a hand in communicating that the Maria Christina II had been found and her three crew OK. “Our biggest issue was that no one spoke English,” Capt. Walsh said. “We had to go through the U.S. Coast Guard and the Bermuda flag to tell someone that we had found three people in distress.” Meanwhile, Golden Odyssey’s tender brought the fishing boat skipper back to the yacht so they could decide what to do. Walsh’s first choice would have been to take the three men to nearby Cocos Island but, by using Google translator on the bridge, the skipper said he was not willing to leave his boat behind. So Capt. Walsh decided to tow the Maria Christina II the 46nm to Cocos Island. “We didn’t want to tow him,” Capt. Walsh said. “The two sailors were happy to be taken to Cocos, but the skipper said ‘I’m not leaving my boat.’ We couldn’t leave him there. No one would ever have found him again. No one was going to come out and get him. I honestly don’t know what he was thinking was going to happen. “I suppose I could have called his bluff and sailed away,” Capt. Walsh said. “I wonder how long it would have been before he called on the radio asking to be picked up. But he called my bluff, basically. I said I didn’t want to tow him, and he said he didn’t want to leave his boat, so I said OK, we’ll tow him.” As night wore on, food and water was transferred to the fishing boat, and Golden Odyssey spent the next five hours drifting within sight of the stricken vessel. When the sun came up that morning, the yacht’s crew placed lines over the stern bits, through the after fairleads and flaked them onto the swim platform. Golden Odyssey maneuvered upwind 50m. Chief Officer Guy Bennett-Pearce and 2nd Officer Olly Lynn used the tender to pull the tow lines to the fishing boat, whose crew attached them to a towing bridle. The swell was now 3m with 15-20 knots of wind, so it took two attempts
to rig the lines. But the towing bridle soon broke and it had to be rigged again. This time it worked. Though he’s been with the Golden Fleet 10 years, Capt. Walsh’s background is in deep-sea tugs. Walsh and the entire crew are former merchant navy, he said; none are yachties in the traditional sense. That training – years of classes and sea time – includes seamanship and search-andrescue courses, so knowing what to do in this situation just comes with being a professional mariner, he said. After transferring more food and water to the fishing boat, Golden Odyssey picked up its tender and the yacht set course for Cocos Island. At 4-5 knots, it would be a nine-hour passage. “These things aren’t as dramatic as you think they’re going to be,” Capt. Walsh said. “It was like if one of our boats broke down. That’s about as dramatic as it gets. We found the guys and we towed them. They’re just very lucky boys that we passed by them.” If it had been a commercial ship, Capt. Walsh said, the men’s lives would have been saved but the fishing boat would have stayed right there. And if the skipper refused to leave it, he likely would have been left behind, and the outcome would have been bleak. “No one would have ever found them,” Capt. Walsh said. “It’s the Second World. They don’t have the same search-and-rescue facilities as we have in the Med or in America. There are no airplanes or boats to search for them. “That doesn’t happen in the middle of the Pacific. You go fishing out there and you are on your own.” Capt. Walsh has been involved in a few search-and-rescue operations in his career, including the 2004 airplane that crashed into the Red Sea shortly after take-off from Sharm el-Sheikh International Airport in Egypt. All 154 people aboard were killed. “This was a much happier ending,” he said. About 5 p.m. that afternoon and three miles out, a Costa Rican marine park ranger picked up the tow, and Golden Odyssey resumed its voyage to Tahiti. “We just sailed off,” Capt. Walsh said. “Through his bad English and our bad Spanish, he said ‘thank you very much’. It was dramatic for a while, but it was a very undramatic departure. “Everyone on our boat was very happy for what we could do and what we did do,” he said. “We didn’t break anything, and no one was hurt. It’s a happily-ever-after story.” Lucy Chabot Reed is editor of The Triton. Comments are welcome at email@example.com.
YACHT CAREERS: Crew Coach
September 2012 A13
Mr. Spock onboard? Crew needs emotional intelligence, also. Working on yachts and many service industries where one must deal positively with others may rely more on EI (emotional intelligence) than IQ. We are familiar with IQ, the intelligence quotient. Its testing has been around a long time and for more than a century was considered Crew Coach the standard Rob Gannon for measuring intelligence. However, as research in this area continued, psychologists and researchers started to see there are different forms for intelligence. In 1920, E.L Thorndike first used the term social intelligence to describe the skill of understanding and managing other people. That description ties into what EI is all about. One definition of EI is the ability to perceive emotion and integrate it to facilitate thought, and to understand emotion and to regulate it to promote personal growth. In other words, if you have a handle on your emotions, you may find dealing with others – and life in general – less difficult. You can see how emotional intelligence can be essential while working on a yacht. First, you must emotionally navigate your way around living and working with other crew in a somewhat confined space. Then, there are your charter guests, owner and family visits to deal with. We know how challenging it can be, but EI can help you sail through these potentially treacherous waters. Let’s look deeper into what the basis is for EI. In his 1995 best-selling “Emotional Intelligence,” Daniel Goleman outlined five areas of EI. 1. Self-awareness: the ability to know one’s emotions, strengths, weaknesses, drives, values and goals, and to recognize their impact on others. 2. Self-regulation: controlling or redirecting one’s disruptive emotions and impulses, and adapting to changing circumstances. 3. Social skill: managing relationships to move people in the desired direction. 4. Empathy: considering other people’s feelings when making decisions. 5. Motivation: being driven to achieve for the sake of achievement. That is quite a list, I especially like the second in the list, self-regulation. You can see how working on a yacht calls for some self-regulation, just about every day, I would guess. Perhaps there are some unemotional, logic-based thinkers out there saying, “I don’t know, all this emotion and feeling stuff, I just don’t
operate that way.” Well, OK. But beware, without EI, you’re going run into socially awkward situations. We all know people like that. They are obviously very intelligent but struggle in relating and dealing with people. You might have a captain like that, or a fellow crew member, or maybe it describes you. As an extreme, example, think of Mr. Spock of Star Trek. All logic and dry information, unmuddied by feeling, embodying the idea that emotions have no place in intelligence and only work to muddle our picture of mental life. Do you know anyone like that? I do,
and they need to work on their EI. In another finding of Goleman’s, that emotional competencies are not innate talents but can be developed to achieve outstanding performance. So, there is hope for that socially awkward shipmate, but they have some work to do and it calls for a willingness to grow and improve their EI. None of this is to suggest you let emotions override your thinking brain, because that doesn’t work very well. I’m talking about some balance. IQ is important but it must work with EI for the complete package. Remember, self-regulation is the
key. Let me take you back, when a guy named Aristotle challenged mankind regarding self-regulation and emotional intelligence with this little dandy of a quote: “Anyone can become angry; that is easy. But to be angry with the right person, to the right degree, at the right time, for the right purpose, and in the right way – that is not easy.” Well stated, sir. Rob Gannon is a 25-year licensed captain and certified life and wellness coach (yachtcrewcoach.com). Comments on this column are welcome at firstname.lastname@example.org.
A14 September 2012 FROM THE BRIDGE: Vendor relationships
Five minutes at boat shows ‘opens avenues of possibilities’ BRIDGE, from page A1 brochures and business cards being handed out all day to crew. “Nowhere do they allow solicitation,” a captain said of increased security at many marinas and boatyards. “Even once a vendor is in, he still can’t pass out brochures,” another captain said. But captains continue to meet vendors at boat shows, networking and events, a captain said. “At the boat shows, I’ll give anyone five minutes,” he said. “It opens avenues of possibilities.” What can vendors say that makes the captain call them? “I feel like I can read people. I’ll ask questions and see what they say,” he said. “Sometimes they have an answer that makes me think, ‘really?, you would really do that?” If a vendor does get a business card, brochure or flyer into a captain’s hand, what happens to it? “I have a file with everything categorized,” a captain said. “I use Outlook and put in business cards, I can search through then.” But technology hasn’t caught up with all the captains on storing their contacts.
Attendees of The Triton’s September Bridge luncheon were, from left, Norm Treu of S/Y La Perla, Denise Fox, freelance, Alan Montgomery, freelance, Joe Russell of M/Y Relemar and Adrian Loughborough of M/Y Mystere. PHOTO/DORIE COX
“I have a drawer where they all are piled,” another captain said. “I still have business card books,” a third captain said. Several of the captains in the group have a pile of business cards wrapped in a rubber band. “I do write a few lines on the back,” a captain said. “But it is hard to keep them updated, people leave and move on.” Vendor innovations capture all of
the captains’ attention. “I’d say about one in 20 will have something new, some new technology,” a captain said of the vendors he meets. “I focus on the new technology.” “That’s the best thing about the shows,” another captain said. “I’ll remember the new tech and grab the brochure again, thinking, “didn’t I read about that?,” a third captain said. Finding vendors has always been
more of a challenge when in unfamiliar waters, several captains said. “If you’re not in your local spot, I get recommendations from the neighboring boats,” a captain said. “If I see a truck in the parking lot, I talk to the boat that is getting the work,” another captain said. “Yards have suggestions,” a third captain said. The captains had stories of their innovations in international ports. “I go into town, talk to the people at the hotel, the bar wherever,” a captain said of his trip in the Bahamas. “I found the best welder ever, he did the best job; with one arm, at a ridiculously low price.” Another captain found good workers in Mexico, and they were not necessarily in the boat business. “They were playing mandolins in the shop, I bought one of their cds,” the captain said. “I took in the motor, because a motor’s a motor right?” After the repair, the captain wanted to be confident it was fixed, before returning to the yacht. “So the guy opens his truck, puts the wires to the battery and shows me it works,” the captain said. In Seattle, in unfamiliar territory
See BRIDGE, page A15
FITNESS: Keep it up
Working workout maximizes your time on the job The American College of Sports Medicine recommends 150 minutes of moderate intensity exercise a week. Take a minute to think if you are fitting this into your schedule. If you find you are having trouble structuring some “designated workout time”, how about working out while working? Some daily tasks, such as Keep It Up cleaning, can torch Beth Greenwald quite a few calories and work many of the main muscle groups. When cleaning, a 150-pound person is estimated to burn between 20-50 calories every 15 minutes. Here are some suggestions of how you can shape up while you clean up. To get the most benefit, amplify your intensity and engage your core. And put on a headset; some fastpaced music can help keep up the intensity and make the time fly by.
Washing and polishing
Whether cleaning windows or showers, or buffing and polishing the
yacht, focus on making big arm circles and be sure to add a lot of “elbow grease.” Work one arm until fatigued and then switch and use the other arm until fatigued. Continue switching between arms.
To get the most benefit, amplify your intensity and engage your core. And put on a headset.
When carrying anything – boxes, gear, laundry baskets or provisions – use proper lifting technique, which is to bend from the knees and not to carry too much weight. This will give both your arms and lower body a good workout. Make several trips to keep moving.
Incorporate walking lunges while vacuuming to work on lower body strength.
High to reach places
Whether cleaning or stowing, extending and reaching with the arms helps to increase range of motion. If there are some high places, add in some calf raises as you rise on your toes to add a little length to your reach.
Picking up items
Clothing or papers on the floor? Stowing gear or reorganizing? Squat down each time you reach to pick something up. Use your leg muscles.
Don’t worry about carrying everything in one trip. When you are making your cleaning routine your workout, efficiency is not the key. It will be more beneficial to you to make a few extra trips up and down the steps. Beth Greenwald received her masters degree in exercise physiology from Florida Atlantic University and is a certified personal trainer. She conducts both private and small group training sessions in the Ft. Lauderdale area. Contact her at +1 716-908-9836 or email@example.com. Comments on this column are welcome at firstname.lastname@example.org.
‘Captains were taking kickbacks’ 25 years ago BRIDGE, from page A14 one of the captains joined the local captains association. “Yes, they had a directory of vendors, but I went to the meetings, met people and asked them,” the captain said. All this doesn’t mean there are not the old, familiar negotiations between captains and vendors. “If the owner wants an estimate, first I call my regular guy, get his price,” a captain said. “Then I get companies from the phone book to get other estimates.” “Of course the owner wants lowest estimate, but the new company will say they’ll do it in a couple of weeks, they need half down now and it ends up being more in the end,” a third captain said. “I have always worked for budgetminded,” another captain said. “The owner is adamant for estimates.” “Most of us are forced to use the lowest bid,” a captain said. “But, I try to go back to the ones I’ve dealt with for a long time.” “I have to say to the vendor, show me a discount and then the owner is very happy,” another captain said. Captains said kickbacks are still offered, but not as often as years ago, when vendors were frequently chosen by the deals they could offer, or from
confidential financial reimbursements. “It’s not like it used to be 25 years ago,” a captain said. “Look right and left and the captains were taking kickbacks then.” “There were people and businesses that got in trouble back in the 70s,” another captain said. A marina in Ft. Lauderdale had legal trouble with the Internal Revenue Service due to a kickback scandal, he said. “There were companies that would open accounts and put money in them for people,” a third captain said. “This still goes on,” a fourth captain said, “But people don’t want to talk about it.” “There are captains notorious for taking kickbacks,” he said. The Internet and credit card have increased transparency in financial transactions, several captains said, so payments are more straightforward. “Generally, we pay with a credit card,” a captain said. “The owner knows if a discount is put back on the books.” “They know what’s going on,” another captain said. “What kind of people do you think we are working for anyway?” a third captain said. “They could be watching you.” Ultimately, choosing a vendor is still based on good service and skills. “I watch to see who’s left who,” a
captain said. “If someone used to work with a company and now they’re own their own. You watch a quality tech and see where they move.” But break-away staff is not without problems, said several captains. “You have to watch whether the new guy can fulfill the warranty,” another captain said. “And did he sign a noncompete clause?” There are some businesses where your choice of vendors is limited, a captain said. “Headliners, for example,” a captain said. “There are no companies to get estimates from, so I went to the builder who installs them.” “Or, you might want to go the original vendor that did the work,” another captain said. Overall, the group admitted that some things don’t change when choosing a vendor. “I always use someone I always use,” a captain said. “I don’t remember where I got them, but if they die or go out of business, I use word of mouth.” Dorie Cox is associate editor of The Triton. Comments on this story are welcome at email@example.com. If you make your living working as a yacht captain, e-mail us for an invitation to our monthly Bridge luncheon.
September 2012 A15
A16 September 2012 FROM THE FRONT: Germs
Potential problems run the gamut from galley to air quality onboard GERMS, from page A1 everywhere, but occasionally they cause serious trouble. Yachts can harbor them as bacteria in water tanks, mold in the air conditioning, incorrectly refrigerated or handled food, tainted fuel or germs introduced during travel. Many captains, crew, pathogen testers, systems cleaners and medical suppliers, have dealt with germs and bacteria onboard. And they guard the privacy of the yachts and crew involved. “One issue is having a yacht admit that there is a problem, now or in the past,” Foy said. “If you say M/Y so-and-so had something, it hurts the boat; but it hurts the crew also,” said a man with a company that works to prevent pathogens on yachts who requested anonymity. “Even if they are not on the
boat and they are thousands of miles away, crew can get labeled.” “That’s why no one wants to talk about this,” he said. Confidentiality can be as big of an issue as the actual pathogens. He doesn’t talk about the yachts he works with, but encounters problems often. “It is happening,” he said. And a pathogen onboard often leave captains and crew embarrassed, the man said. “But, there is nothing to be embarrassed about,” he said, clarifying it is more important to put that energy toward solving the problems when there is a contamination onboard. Infections like Staphylococcus, Norovirus, Escherichia coli and MRSA cause a variety of illnesses. Staphylococcus, Staph for short, is a common bacteria found on the skin
and in the noses of up to 25 percent of healthy people and animals according to the U.S. Department of Health and Human Services Centers for Disease Control and Prevention (CDC). “Staph, we live with it every day,” Rebecca Castellano, RN of Ocean Medical International, said. “Impetigo is a Staph, like kids get,” she said. “It’s highly contagious.” But, she said, a dangerous type of Staph is MRSA, the acronym for methicillin-resistant Staphylococcus Aureus. As the name describes, it is resistant to certain antibiotics including oxacillin, penicillin, and amoxicillin. “When it enters through a wound, it can cause serious, even life threatening, illness,” Castellano said. And occasionally, a crew can have an injury, touch it, touch something and possibly spread a bacteria like MRSA,
Castellano said. She said there are lots of other pathogens, like Escherichia coli, known as E. coli, and Norovirus which are usually associated with illnesses from food contamination. Boats are prone to myriad problems, said Dusty Pearsall, an independent consultant in infectious diseases. “Yachts can expose the crew and guests to a host of potential health problems, ranging from poor indoor air quality to contracting illnesses from close quarter living,” Pearsall said. “ Many yachts’ internal designs, especially older ones, have air handling systems which are often difficult to access and maintain. Crewmembers are well trained in the maintenance of ship’s systems, but there is less effort expended in maintaining good cleaning and sanitizing protocols, apart from the galley.” But yachts don’t necessarily have higher incidents of pathogens. “Infections on yachts are no different than on land where there are close, confined quarters, hands touching everything, people from all over the world, coughing, sneezing,” Castellano said. “And there is nothing tighter than crew quarters,” she said. “They share towels, razors, clothes, and more.” Oversight for the issue of pathogens falls broadly under international groups that address topics such as safety, food handling and sanitation. “We refer to international organizations’ guidelines and requirements for sanitary conditions onboard,” said Gene Sweeney of the International Registry, which handles the Marshall Island registry. “We are team players with the governing bodies.” Sweeney said of groups such as International Labour Organization and the World Health Organization. “Health is health, whether you have a Chinese or Marshall Island flag on the stern,” Sweeney said. “A lot of it is common sense.” The topic is immense and the need for correct information prompted the U.S. Environmental Protection Agency and U.S. Department of Agriculture to publish their first microbial risk assessment report in July. More than 200 pages of information outline risks posed by pathogens in food and water. The more captains and crew discuss issues related to pathogens, the more they can stay ahead of problems with training, hygiene, and standard operating procedures. “The first line of defense is education. Understanding how, what, why, when and where,” Foy said. “Pathogens onboard can hurt, but talking about them doesn’t.” Dorie Cox is associate editor of The Triton. Comments on this story are welcome at firstname.lastname@example.org.
WRITE TO BE HEARD
September 2012 A17
Capt. Annie, get your gun; women make a better shot than men By Capt. Tom Thomas and Steve Stimpson Recently, a friend and I visited a local firing range and had to wait behind a fairly large gathering of crewmen, emphasis men, to get onto the range. I was pleased to see that they were uniformed and boldly advertising their luxury yacht, intentionally or unintentionally. My friend and I could not help but notice the absence of women. When I asked if these shooters were deckhands, engineers or stews I received a look that made me think the guy I addressed did not speak English. When I asked, “Where are the gals?” he said, “Oh, this is for guys only.” I was taken aback and thought of the comedy movie, “White Men Can’t Jump.” (A comedy where a former basketball player hustles people who assume he can’t play because he is white.) As a firearms instructor, it is fairly common knowledge, given men and women of equal novice experience, that the women will outshoot the men almost every time. I know a husband and wife that are both nautical captains with military experience. They attended a nauticalbased tactical firearms course together. When it came to the shotgun phase
of the class, the wife, all of 5-foot-2 outgunned the entire class and gained the nickname “Buckshot.” This was on an 80-foot vessel in a rolling sea while aiming at targets that were afloat. Prior to that day, her husband referred to her as “The Mouse.” Her nickname is a bit more respectful now. Their class included two fellows that I would have lost bets on: a U.S. Navy senior master chief petty officer with 30 years of service and a retired Boston police officer. So why would a yacht not include women in firearms training? I know of one luxury yacht chief stew who is terrified of guns. I suspect it is her lack of experience rather than a bad experience. (She was uncomfortable enough about the subject and was mildly traumatized over a friend having been submitted to an emergency room due to a mugging that I did not press it.) Are female crew prohibited from taking up arms? I don’t think so. In April, the National Sporting Goods Association reported that firearm sales among women are up 47 percent from 10 years ago. Go figure. A double-blind psychological experiment years ago indicated that people willing and able to defend themselves develop a certain aura of confidence that even hardened
Capt. Linda Thomas, Capt. Tom Thomas’ wife, wears safety gear on the firing range. PHOTO/CAPT. TOM THOMAS
criminals can identify. It is sort of an unspoken don’t-mess-with-me attitude that can deflect some trouble. I have had many yacht crews boldly say there are firearms aboard. And I have had some crew, with body language that could not hide a pair of deuces in a poker game, tell me, “There are, well, err, ah, no guns aboard.” Uh, huh. What is there to lose by training
every crew member aboard in the basics of firearm use? Or if nothing else, in how to safely load and unload? There was a fatal shooting accident in a church, of all places, in St. Petersburg, Fla., in February that could have been prevented by applying the three cardinal rules of gun safety. The shooter removed the magazine from the weapon, leaving a round in the chamber. The gun went off, firing a bullet that killed a young woman. It may sound trite for me to say, but don’t let it happen to you. Please, don’t let it happen to anyone you know, either. Gals, please challenge some guys or other friends and get out to a shooting range. If the guys won’t respond, then think about this quote from Susan B. Anthony: “I declare to you that woman must not depend upon the protection of man, but must be taught to protect herself, and there I take my stand.” In all you do, be safe. Capt. Tom Thomas runs M/Y 007 and Steve Stimpson is managing member of Sagittarius Marksmanship Services in Ft. Lauderdale, which hosts femalefriendly training group. Comments on this story are welcome at email@example.com.
A18 September 2012 WRITE TO BE HEARD
In emergencies, start with basics; some traits can’t be taught In your emergency survey article, the first thing that comes to mind is the photograph. Pretty stewardesses assisting firefighters with bunker suits does indeed make for good journalism but who in their right mind would turn up for a fire in flip-flops? And don’t tell me they had had no time as they’ve got nice warm jackets to go with their short shorts. Those delicate little feet are going to be next on the injury list, whether they be burnt, slashed by hose fittings or just crushed by her oppo’s big boots. Sometimes it is the very basics that should be looked at. Name withheld by agreement
Crew drill in Antibes several years FILE PHOTO ago.
Some traits just can’t be taught
I just read the latest story about professionalism in the industry [“Professionalism starts with character, state of mind,” page A1, August issue]. I found many of the points very interesting, such as the fact that smaller vessels are more often less professional than larger vessels, that crew are difficult to train, that many captains don’t want to show their mates the job for fear of losing their job, that owners are not professional. But the statement that struck me the most was from one of the captains who said that professionalism is doing the right thing when no one is looking. This is what I find to be the best answer of all. As yachts run most of the time without the owners around, it’s
important to do the right thing all of the time. Whether the boat is just sitting or the owners are on board should not prevent you from doing the jobs that need to be done every day. So professionalism starts with self motivation and a desire to the the job. Can you teach this? Most often you can’t. It has to be a desire of the crew member and, therefore, it comes down to the hiring process. Looking for those valuable traits that will help the captain run a professional program, regardless of what size boat you are on. I now work in the oil and gas industry and am a captain on a 320foot offshore supply vessel with an average of 20 crew on board. I can tell you that professionalism is a character trait of the person and is difficult to teach unless there is a desire from the person to learn. Capt. Rob Zavisza
A sleepy gem in Newport
I just returned from Newport for a few days of networking and visiting. I had some trouble finding affordable hotel availability, so I asked around. There is a little known secret of a place to stay that I wanted to share. It is called Seamen’s Church Institute (seamensnewport.org). A female chef friend of mine told me about it. Then another female friend and another. Clean, safe, convenient, and inexpensive. It is just off of Bowen’s Wharf, and you can rent on a daily or weekly basis with a limit. There are only 10 rooms, and two shared bathrooms. For most yachties, not a problem. I was there for five days and hardly saw anyone, although they were fully booked. The rooms have a bed, desk with lamps, wardrobe, window with airconditioning. There is wi-fi on which, with my iPad, I was able to watch the Olympics and news and streamed shows easily. There is a fantastic cafe downstairs for breakfast or lunch. Fresh fluffy towels daily and clean crisp linens. The gals who run it – Deedra, Sheila and Gretchen – are terrific. When I woke up with a head cold, they offered to drive me to the CVS and health food store to get chicken soup. Would you get that from Hyatt or Marriott? And they give discounts with mariner credentials. Capt. Wendy G. Umla
You have a ‘write’ to be heard. Send us your thoughts on anything that bothers you. Write to us at editorial@ the-triton.com
WRITE TO BE HEARD
September 2012 A19
In Bali, you are in charge of your safety on dive trips A few years ago I was diving off Nusa Penida with a local dive shop out of PadangBai. We were trying to dive at one of the Mola Mola sites off the further side of Nusa Penida (Manta Point or around there). We got into the straight between Nusa Lembongan and Nusa Penida and encountered 10-12 foot waves in the channel. Until that point, we didn’t give a thought about any mishaps or safety issues. The captain was almost white due to his fear at these waves. I suddenly started thinking about life jackets and I realized we didn’t get a single briefing about safety. We didn’t know the location of the life jackets, and I realized the entire crew was completely inexperienced to be operating a dive boat. We made a U-turn with lots of anxiety and major rolling but had no issue. We did our dives off the frontside of Penida and everything was fine. I was thinking how unregulated these boats are and how dangerous it is for people to go with these completely inexperienced captains and crews. [Missing divers in Bali teach us lessons about buying trips,” page A16, August issue] Having no briefing on safety gear is completely unacceptable. I never found out if they even had enough life jackets for the passengers. Next time I go, I will ask many questions about safety and be sure I am fully satisfied with the answers before the boat goes out. In Bali, if you don’t take it upon yourself to stay safe, chances are nobody else will. Sean Dyer A traveling diver Maui, Hawaii
Medical emergencies at sea can be reduced I wanted to comment on the medical conditions mentioned in the emergency article. [“Triton Survey: Emergencies at sea”, page C1, August issue] It seemed a pity that the yachts reporting the issues were not adequately prepared for these conditions. Kidney stones are successfully treated using an anti-inflammatory suppository such as Diclofenac, which was proven to be more effective than narcotic painkillers many years ago. It usually results in almost complete pain relief within 30 minutes. Had the yacht stocked this (which is standard in our supplies), the captain could have given this easily after checking with a 24/7 medical advice service. It is so effective that should it not be effective, the diagnosis of kidney stones would have had to be reviewed. The other issue with bleeding from a fracture site again is important. Someone can be in shock within minutes and although there are treatments to reduce blood loss, Editor Lucy Chabot Reed, firstname.lastname@example.org Associate Editor Dorie Cox, email@example.com
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nowadays a product such as coagulation gauze can stop most types of bleeding and can be life-saving. Dr. David Irons Development and Technical Director Ocean Medical International
Train to survive, not just check box
After 21 years of naval service combating emergencies and training crews, I retired into an industry that lives on luck. As I look at the picture [on page C1 of the August issue with the Triton survey and reprinted on page A18] I see some issues that can be changed and lives possibly saved. When training or conducting drills is not the time to work on teamwork. To build teamwork, you need teamwork drills. With limited crew, the training and teaching of a crew member to don his turnout gear alone will allow a better chance of survival and give other crew a chance to set good smoke and fire boundaries or lay out equipment. Contributors Carol Bareuther, Capt. Mark A. Cline, Capt. Jake DesVergers, Martin Fierstone, Capt. Rob Gannon, Beth Greenwald, Chef Mary Beth Lawton Johnson, Chief Stew Alene Keenan, Keith Murray, Will Nock, Steve Pica, Capt. Michael Pignéguy, Corey Ranslem, Rossmare Intl., Capt. John Wampler
Firefighters should have attached to the top of the turnout gear a radio for comms, small forcible entry tool and, with no helmet lights, a flashlight. When combating a casualty of any kind, a crew that is trained to survive will survive. A crew that is trained to check the box will have trouble. The biggest problem is that captains and crew do not have the knowledge to train and drill properly. It’s not that they do not want this knowledge. No firefighting school teaches how to train. They train in basic concept only. Once you’re part of a crew, you need to take the basic concepts and advance your knowledge to your vessel. It’s all part of the logical way to survive in the most dangerous industry in the world. I have been at sea with nowhere to run. I never want to feel that feeling again or have anyone else feel it. I do this because I care about the industry and marine safety. Jim Logsdon Seahorse Marine Training Savannah, Ga. Vol. 9, No.6
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Crowding and contamination
Hundreds of miles above
Getting their groove on
Extra, extra, read all about it
And the other Cs of a healthier yacht
The science of satellite phones
Carib tunes are jamming in islands
Sailing by the White House in D.C.
Bridge monitor requirements implemented
New Zealand racing yachts and sailors started coming into world prominence after Chris Bouzaid brought home New Zealand’s first international yachting trophy since the 1956 Olympics by winning the One Ton Cup in 1969. After that, a virtual avalanche of wins followed, including Ron Holland winning the World Quarter Ton Cup in 1973 and Bruce Farr designs winning the World Quarter Ton in 1975 and later the World Half Ton, ThreeQuarter Ton and One Ton cups. In 1978, it was Tony Bouzaid who won the World Half Ton Cup. It was the start of New Zealand yacht design and sailors becoming a dominant force on the world’s yachting stage. The Yacht Research Unit (YRU) was established at the University of Auckland by professor Peter Jackson in 1987 with the primary function of coordinating and promoting yacht research and engineering. Professor Richard Flay joined the mechanical
New yacht requirements have been under way for subjects ranging from asbestos and bilge pumps to electronic chart display and information systems (ECDIS) and the carriage of cargoes. In June 2009, the International Maritime Organization (IMO) made these Rules of the Road amendments to the International Jake DesVergers Convention for the Safety of Life at Sea.This convention is more commonly referred to by its acronym, SOLAS. The resolution issued by the IMO, MSC.282(86), outlines new requirements that are aimed at merchant shipping, but also affects new and existing yachts. The most prominent amendment that affects yachts is the requirement for installation of a Bridge Navigational Watch Alarm System (BNWAS). BNWAS is a new safety system made mandatory in SOLAS Chapter V, Regulation 19. The purpose of BNWAS is to monitor bridge activity and detect operator disability which could lead to marine accidents. The system monitors the awareness of the Officer of the Watch (OOW) and automatically alerts the master or another qualified OOW if for any reason the OOW becomes incapable of performing his/her duties. Those readers that have sailed in the merchant marine (or merchant navy depending on your nationality) may remember this device. We used to call it, “the dead man’s alarm.” And that was precisely what it was, a dead man’s alarm. If the OOW was unresponsive to the notification, a further alarm was dispatched
See SPEED, page B6
See RULES, page B7
During his guest lecture appearance, yacht designer Ron Holland, front center, took University of Auckland’s Yacht Research Unit students and staff to see S/Y Thalia, a 53m yacht he designed. PHOTO/MICHAEL PIGNéGUY
Making yachts sail faster is a science By Michael Pignéguy It’s my guess that most of us who enjoy sailing do so without really knowing anything about the science that makes a yacht sail, and what we can do to make it sail faster. We are just content to enjoy the thrill of having a yacht sail under nature’s power alone. But, of course, sailing is a science, and even more so these days. It’s a science that really began when man sat on a log and paddled out to fish. The sciences of engineering, hydrodynamics, aerodynamics and sail design started merging in the 1800s, especially after the advent of the America’s Cup races in 1851 when the British renamed their race cup after the U.S. schooner America that had sailed across the Atlantic to win it. It was the beginning of a fierce rivalry between the British Royal Yacht Squadron and the New York Yacht Club, and the battle was largely won by yacht designers and their understanding of science. Nathanael Greene Herreshoff
(1848-1938) designed, built and sailed more race-winning yachts – including five America’s Cup winners – than any other yacht designer of his era. A long list of his inventions include the sail track and slides, crosscut sails, folding propellers, and the modern sheet winch, and he developed yacht scantlings based on scientific load calculations. Captain Nat, as he was known, was a naval architect and also had a degree in mechanical engineering, but it was a long time before computers, and so many of his designs and innovations came from his keen eye and practical experience, backed up by sound theoretical knowledge. While Herreshoff yachts were winning races in the northern hemisphere, the yachts of two notable boatbuilding families in New Zealand were building graceful yachts and winning races there and in Australia and South Africa. It would have been interesting to have a Logan or Bailey America’s Cup yacht race against one of Herreshoff ’s.
B September 2012 ONBOARD EMERGENCIES: Sea Sick
But, it’s just a little cut. It can’t be a Staph infection, can it? Why is that wound taking so long to heal? Is it infected? Is it Staph or MRSA? Staphylococcal infection is one of the most common causes of skin infections in the United States. Usually Staph infections are minor but they can be serious, even deadly. Sea Sick Typically Keith Murray Staph can be treated with antibiotics. However, over the past 40 years, certain strains of Staph have evolved–like Methicillinresistant Staphylococcus aureus infection, commonly known as MRSA. Some of these strains are resistant to antibiotics including amoxicillin, methicillin, penicillin and oxacillin. According to Dr. Russell Eggert, director of the Division of Disease Control, Florida Department of Health, “Staphylococcal infections have been around forever. They cause boils and other skin and soft tissue infections. They can also cause serious infections –and in severe cases even death–if the infection spreads widely beyond its original location. People who are not in good health or whose immune systems
are compromised are particularly at risk for severe infections.” Typical staph are common bacteria that can live in our bodies and are often found in healthy people. It is estimated that 25 to 30-percent of people have staph bacteria in their noses. According to the Centers for Disease Control and Prevention (CDC), staphylococcal infections, including MRSA, that are acquired outside the health care setting, occur most frequently among persons where the five Cs are present: 1. Crowding 2. Contact (frequent skin-to-skin) 3. Compromised skin (cuts or abrasions) 4. Contaminated items and surfaces and 5. Lack of cleanliness. These five Cs may be present onboard your yacht. Onboard cuts and abrasions may be common; living and working spaces are tight and often times life jackets and other equipment may be shared. Yacht crew can help to prevent staph infections by doing the following: 1. Wash hands frequently, everyone including crew and guests. Especially when soiled or exposed to potentially contaminated items. You should rub your hands together with soap and water for at least 15 seconds, then dry
them using the towel to turn off the faucet. 2. Have soap and towels, as well as hand sanitizers, in as many places as possible. Make cleaning your hands easy everywhere onboard. 3. Use caution when doing activities that may result in cuts and scratches. 4. Immediately wash cuts and scratches with soap and water. Cover and protect with sterile dressing, bandages and try to keep the area clean and dry. The pus from infected sores may contain Staph. Keeping wounds covered will help to prevent the spread to other crew. 5. Make certain skin infections such as boils or infected wounds are covered. Immediately contact your medical provider, if on land, make an appointment, if at sea, send pictures of the area(s) affected and seek medical advice. You do not want this to get worse for the patient or spread to other crew. 6. Do not participate in contact sports (or sex) if you have a skin infection, unless the lesions can be securely covered. 7. Do not share bedding, towels, life vests, wetsuits or sports equipment that touches skin as Staph can be spread through contact with objects as well as people. 8. Clean all equipment routinely
with a disinfectant. 9. If you think you came into contact with someone or something that may have Staph, shower immediately with soap and water. 10. If anyone onboard may be infected and has a cut or sore, wash towels and bed linens in a washing machine set to the hottest water setting (when possible add bleach). Do this load separately from others laundry. After washing, dry them in a hot dryer. Precautions like these can help yacht crew avoid infection, and reduce illness and hospitalizations due to this sometimes serious disease. As with all medical emergencies, you should immediately contact a physician to determine the appropriate course of action. Remember, it is much easier to prevent these heat related emergencies than it is to treat them. Drink plenty of water and look for the early warning signs. Keith Murray, a former firefighter EMT, owns The CPR School, a first-aid training company. He provides onboard training for yacht captains and crew and sells and services AEDs. Contact him at +1-561-762-0500 or keith@ theCPRschool.com. Comments on this column are welcome at email@example.com.
TECHNOLOGY: Satellite phones
September 2012 B
What goes up, must come down; the science of sat phones By Martin Fierstone When using a satellite phone you need to be aware that you are communicating with a satellite hundreds of miles in orbit. The satellite signal must go up to one of the satellites and then the signal must go down to a ground station where it is then delivered to the call destination. For the best results when using your satellite phone, we recommend you: l Are outdoors with an 80 percent view of the sky l Are away from tall structures and trees l Make sure the correct antenna is deployed and vertical l Allow the phone to properly register l Avoid other antennas and radar l Wait until you receive consistent signal strength There are four main satellite providers: Iridium, Inmarsat, Thuraya and Globalstar. The majority of yacht crew are likely to use Iridium and Inmarsat, so I will focus on these two. Before you go on a trip, be sure to double check that the battery is properly charged. You can even do a “Test Your Iridium Phone” in the United States by dialing +1 480-752-5105 before every trip. For
Inmarsat, dial +870-776-999-999. I also recommend that you input the most common numbers into your address book because chances are that if you are in an emergency, you may misdial because of the stressful situation. It is much easier to just press the named person or organization for help. The simplest and easiest way to use a satellite phone is to use the software SatCollect to convert a long international number into a local number, thus avoiding any confusion with international dialing codes. SatCollect provides instant activation (www.satcollect.com).
Iridium satellite phones
Before you start dialing, make sure your phone registers. You will know when this has happened as the word “Iridium” will appear on the display. Antenna connection is an
important issue when properly using an Iridium phone. With a poor antenna connection you will have dropped calls and, most likely, no service. For the best connection, extend the antenna completely and rotate so it points directly upward when held to your ear during use. To make a call, keep the following numbers close by: Iridium’s full international number is 8816XXXXXXXX. From another Iridium or satellite phone, dial +8816XXXXXXXX or 008816XXXXXXXX. From U.S. cell phones, dial 0118816XXXXXXXX or +8816XXXXXXXX. From a U.S. land line, dial 0118816XXXXXXXX. From a land line in Europe, dial 008816XXXXXXXX. Your phone can be programmed to automatically add the international access code (00 or +) to each number
you dial. From the main menu, select “Setup” and then “Number Entry.” The satellite phone can receive free unlimited text messages of up to 160 characters each by visiting messaging. iridium.com/. The e-mail address to the satellite phone number is the satellite phone number followed by @msg. iridium.com. For more tips, visit www.iridium. com, click on “support” and click on “Test Your Satellite Phone.”
Your IsatPhone makes and receives calls by communicating with Inmarsat satellites in orbit above the equator. For best results, we recommend you have a map of the global coverage so that you can visualize your location to where the satellite is likely to be and point the antenna accordingly. To start using your phone, switch your phone on and hold down the red key for a few seconds until the screen lights up. The Inmarsat logo will appear, followed by the main screen. If prompted to enter a PIN, enter it. The PIN is originally set by your service provider, but it can be reset. “Searching satellite” will appear on the screen. When your phone is
See SAT PHONE, page B4
B September 2012 TECHNOLOGY: Satellite phones
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Coordinates, connections are integral part of satellite usage SAT PHONES, from page B3 connected to the satellite, the screen will display “Ready for service”. The top left of the screen will display Inmarsat. The signal bars indicate the signal strength. At least two signal bars are required to make and receive calls. Before you can make a call, your phone needs a GPS fix so it can be located by the satellite. This happens automatically but if a new GPS fix is needed, the GPS fix icon will be displayed. Keep the phone in the open with a clear view of the sky until the icon disappears. Your phone is now ready to make and receive calls. To make a call, enter the full international number by dialing either the plus sign (hold down the 0 key for three seconds) or 00, followed by the country code, the area code (without the leading 0), and the telephone number, then press the green key. For example, + 44 1621 123456 or 00 44 1621 123456. A “Calling” message and the name of the person being called (if listed in your phonebook or SIM contacts) will display on the screen. When the call is answered, the screen will show the call time in minutes and seconds. To end the call, press the red key. To receive a call, your antenna must be deployed and your phone connected to the satellite. Press the green key to accept the call or press the red key to reject it. You will see “Call from” followed by either the name of the caller (if listed in your phonebook or SIM contacts) or the calling number.
Dialing 911 or 112 overrides all security locks and bars on your phone. Emergency numbers vary from one country to the next.
As well as locating your phone’s position for the satellite, you can also view your GPS location and send it as a text message or e-mail. To view your GPS location, select “Menu”, the “GPS position”, then “Options” and “View location information” to view the date and time of when your last GPS fix was taken and your latitude and longitude at that time. Your exact location is indicated with a white dot on the world map. If you wanted to send this GPS location, select “Menu”, then “GPS position”, then “Options”, then “Send GPS location”. The elapsed time since the last GPS fix was obtained is displayed and you are presented with two options. Select “Send” to use the stored value or “New” to acquire a new GPS fix. Press the red key to cancel. Make your decision on the basis of any significant distance traveled since the stored GPS fix was obtained. Note that requesting a new fix will temporarily delay the sending of your location. When the GPS fix to be used has been acquired, select “Text message” or “E-mail message”. Only editing of the recipient field is permitted. Enter the destination number or e-mail address directly into the “To:” field, or choose “Options”, then “Add recipient” to select an existing entry from your phonebook contacts. Martin Fierstone is CEO of Global Satellite in Ft. Lauderdale. For more information, visit www.globalsatellite. us. Comments on this article are welcome at firstname.lastname@example.org.
Making an emergency call
To make an emergency call in the United States, dial 911 or 112. Your call will be put through to a call center, which will connect you to the appropriate emergency service. Alternatively, select “Menu”, then “Contacts”, then “Emergency numbers”. An emergency call is free. Prepay users do not need a positive balance to make an emergency call.
September 2012 B
Soot, shorepower and satellites are in the news every aspect of the service,” said Kevin McCarthy, MTN’s senior vice president of network engineering. “Our cruise and yacht customers will be able to seamlessly roam into our highthroughput beams with their existing Ku antennas.” For more information on Intelsat EpicNG, visit www.intelsatepic.com or www.mtnsat.com.
System removes soot from exhaust
Seattle-based Northern Lights, a marine power generation and propulsion company, has created a solution for removing soot and particulate matter often associated with diesel powered equipment. With DECS, a Diesel Exhaust Cleaning System, exhaust gas is routed through a catalytically coated ceramic filter. Soot is trapped and the filter is kept free of restrictions. DECS uses a passive regeneration process. With DECS, the Northern Lights generator set functions as normal while particulate matter is continually burned off using the heat emitted by the engine’s exhaust. At an exhaust gas temperature of 300° C, soot burns away and transforms into carbon dioxide. DECS is CARB Level 3 verified and NO2 compliant, and is custom engineered. A monitoring system records engine information while meeting or exceeding classification society requirements. DECS is based on DCL International technology.
50 amp shorepower kit launched
Seattle-based SmartPlug has introduced a new 50 amp shorepower kit designed to protect yachts from overheating. SmartPlug’s new 50 Amp Retrofit Kit includes the 50 Amp Stainless Inlet and the 50 Amp Connector. The kit is designed to fit on 125/250V systems with multiple seals on the connector to ensure a watertight fit on an existing cordset. Two separate cord seals are included and allow for installation on a 125V or 250V cable. The SmartPlug’s straight-in, sleeved design keeps the points of electrical contact secure and offers 20x more contact area than traditional shore power systems, the company said in a
press release. The kit costs $325. For more information, visit www.smartplug.com.
MTN in deal for faster satellite
South Florida-based MTN Satellite Communications (MTN) will leverage the first Intelsat EpicNG satellite, Intelsat 29e, to provide more than 2 gigabits of capacity for MTN’s cruise and yacht customers in the Caribbean. MTN and Intelsat S.A., a Luxembourg-based provider of satellite services, have entered into a long-term agreement for the high-performance, open architecture satellite platform for the cruise and yacht sectors. Initially, MTN will use capacity on Intelsat’s Ku-band mobile global broadband infrastructure. Once Intelsat 29e is launched in 2015, MTN will then partially transition to its custom-designed service on the Intelsat EpicNG platform. “This is the first of a series of strategic initiatives that will include much more than just satellite bandwidth,” said Errol Olivier, president and CEO of MTN. “Our cruise and yacht customers want to offer their guests and crew the same Internet experience they have at home or at land-based resorts..” “The innovative Intelsat EpicNG platform will give us unprecedented control, allowing us to customize
Antigua launches 4G broadband
The government of Antigua & Barbuda and Digicel recently launched fourth generation technology that will provide yachts with faster broadband. E3 Systems is assisting with advice on positioning the land mast location and the design of yacht-specific service contracts. Coverage for yachting, resorts and hotels is a key part of the plan, and all the key yachting areas will be covered in the first phase, according to a statement from e3 Systems. There are no plans to install 4G LTE in any of the other islands in the Caribbean, the statement said. “Antigua, like all the Caribbean islands, has poor wireless communications technology, and we know because we have an office there,” said Roger Horner, e3 System’s group managing director. “High-speed communications will make Antigua an even more attractive option for the Caribbean yachting season.” Horner said the plan will offer “roaming for an inexpensive fixed fee on the other Digicel networks” during the upcoming winter season. “Roaming will be limited to about 10 other islands initially but this will grow as the HSPA+ technology is more widely implemented around the other
See TECH BRIEFS, page B8
Today’s fuel prices Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of August 15th Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 935/995 Savannah, Ga. 710/NA Newport, R.I. 720/NA Caribbean St. Thomas, USVI 1,040/NA St. Maarten 1,024/NA Antigua 1,015/NA Valparaiso 878/NA North Atlantic Bermuda (Ireland Island) 1,045/NA Cape Verde 925/NA Azores 938/NA Canary Islands 984/1,490 Mediterranean Gibraltar 680/NA Barcelona, Spain 789/1,737 Palma de Mallorca, Spain 889/1,823 Antibes, France 790/1,500 San Remo, Italy 1,058/2,190 Naples, Italy 1,170/2,330 Venice, Italy 1,160/2,335 Corfu, Greece 1,135/2,135 Piraeus, Greece 1,129/2,132 Istanbul, Turkey 1,015/NA Malta 965/1,749 Tunis, Tunisia 935/NA Bizerte, Tunisia 935/NA Oceania Auckland, New Zealand 1,030/NA Sydney, Australia 1,035/NA Fiji 1,040/NA *When available according to local customs.
One year ago Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Aug. 15, 2011 Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 840/895 Savannah, Ga. 815/NA Newport, R.I. 820/NA Caribbean St. Thomas, USVI 990/NA St. Maarten 1,080/NA Antigua 1,060/NA Valparaiso 845/NA North Atlantic Bermuda (Ireland Island) 980/NA Cape Verde 895/NA Azores 1210/NA Canary Islands 1000/1,180 Mediterranean Gibraltar 865/NA Barcelona, Spain 900/1,600 Palma de Mallorca, Spain NA/1,810 Antibes, France 910/1,880 San Remo, Italy 1,100/2,260 Naples, Italy 1,090/2,230 Venice, Italy 1,085/1,860 Corfu, Greece 1,050/1,840 Piraeus, Greece 950/1,820 Istanbul, Turkey 935/NA Malta 985/1,840 Tunis, Tunisia 870/NA Bizerte, Tunisia 875/NA Oceania Auckland, New Zealand 975/NA Sydney, Australia 980/NA Fiji 985/NA *When available according to local customs.
B September 2012 FROM THE TECH FRONT: Rules of the Road
Now offered: one-year master’s degree in yacht engineering SPEED, from page B1 engineering department in 1984 and is now director of the YRU. Apart from teaching fluid mechanics, thermodynamics, aerodynamics, design and wind engineering, Flay’s research is focused on the wind, and he has consulted and researched in the areas of wind engineering, wind energy, wind tunnel design, and wind tunnel testing. A highlight was his design of the world’s first wind tunnel capable of producing twisted flow for testing yacht sails that was used by Team New Zealand and helped them win the America’s Cup in 1995. This wind tunnel is still used for a large proportion of the world’s wind tunnel testing of yacht sails, including providing advanced sail analysis for many of the current Volvo Open 70 fleet. The Twisted Flow Wind Tunnel develops the correct simulation of air flow over yacht sails in order to model the apparent wind as felt by a yacht when sailing. The wind in the tunnel is twisted vertically by using flexible vertical frames between the fan creating
the wind and the sails to be tested. This wind profile is necessary for the correct simulation of the proper flying shape and performance characteristics of the sails. In simple terms, the apparent direction of wind and turbulence at the top of a tall mast is different from that at its base, which can affect sail design efficiency. The wind tunnel can simulate these differences in direction of the apparent wind. Wind tunnel models are 1/15th scale and their coefficients transfer directly to full scale yachts. Knowledge gained from this testing and its use at sea, gradually filters down to smaller competitive yachts, just as the competitive technology of Formula One racing cars eventually benefit the ordinary car. Since its inception, the Yacht Research Unit has achieved an enviable record of success. Leading up to the America’s Cup in Valencia in 2007, there were arguably more graduates from the University of Auckland working in key positions in teams than from any other university in the world. This success continued when in 2008 Emirates Team
New Zealand (ETNZ) appointed the YRU its “official scientific adviser” and offering scholarships to YRU students. Building on that success, the University of Auckland now offers a one-year master’s degree in yacht engineering. The first intake of four students are well into advancing their knowledge and research experience in topics related to yacht engineering in order to support research and development within the yachting industry. When qualified, these students will be working as designers or research engineers in the yacht and small craft industry, or in the high performance yacht racing sector. One of New Zealand’s best known superyacht designers – a man regarded as superyacht royalty in worldwide yacht design circles – is Ron Holland. From being a highly accomplished ocean racing sailor, Holland went on to create a new generation of 100-footplus performance superyachts. He has been instrumental in developing part of the curriculum for yacht engineering master’s program, in which he has featured as a guest lecturer. Holland was in Auckland lecturing at the time of the recent visit of the Volvo 70 yachts, and was in demand for interviews or just a chat by the world yachting media. Although being influential in world yacht design, he has retained his laid-back Kiwi personality as was evident whether he was talking to potential wealthy clients or a crew member. His lectures are based upon the business side of the yachting industry, including how to set up a yacht-design business and how to work with a client to achieve a successful outcome. But to bring a bit of reality into the course, he extended the classroom to include a visit to a yacht of his own design
berthed nearby. The 50m ketch S/Y Thalia was built in Holland in 1994 and has the typical easy and sea-kindly lines of a Ron Holland design. The tougher economic times are having an effect on the building of superyachts, he said. Twenty years ago there were some 200 yachts over 30m under construction. Today, that number has dwindled to 20. Building on their recent and ongoing successes, University of Auckland and their partners are planning to build an integrated, first-of-its-kind Center of Excellence combining aerodynamics and yacht facilities under one roof. The Yacht Research Centre will house the world-leading twisted flow tunnel, a large boundary layer wind tunnel, a towing tank, a computational fluid dynamics center, and a design center for industry, as well as meeting and breakout rooms. Synergies with research into power boats, wind, vehicle aerodynamics, sports (e.g. cycling, rowing, sailing) and energy (wave, tidal, wind) will provide multidisciplinary study yielding novel research and pragmatic solutions. “It’s an exciting concept, and something that would have made Captain Nat worried – excited, but worried – if he were still around.” Don’t just enjoy the moment while you are crewing on some beautiful sailing superyacht with its lee rail taking some water. Find out why she sails like she does, and how maybe you can make her go faster. Capt. Michael Pignéguy is a relief captain on charter boats and superyachts around the world. He is an RYA instructor and examiner in Auckland, NZ, and the author of three boating books (www.boatingfun.co.nz). Comments on this story are welcome at email@example.com.
FROM THE TECH FRONT: BNWAS
Bridge Navigational Watch Alarm System (BNWAS) requirements are being implemented by a tiered system for yachts. PHOTO FROM TOTEM PLUS MERCATOR MEDIA
BNWAS’ warning alerts officer on watch, next the yacht master RULES, from page B1 throughout the ship. Hopefully, it had not been bypassed by a tech-savvy deck officer. Because annoying alarms are never bypassed, right? The new BNWAS is a series of warnings and alarms set to initially alert the OOW and, if he is not responding, then to alert the master or another qualified OOW. Additionally, the BNWAS may provide the OOW with a means of calling for immediate assistance, if required. The BNWAS should be operational whenever the ship’s heading or track control system is engaged, unless inactivated by the master. So when does the BNWAS regulation affect you? It is already in force. It became effective on July 1, 2011 in a tiered level of implementation based upon ship type. For the majority of yachts, specifically those certified to carry less than 12 passengers, you are considered a cargo ship for regulatory purposes. Those certified to carry more than 12 passengers, even though you may look, smell, and act like a yacht, for regulatory purposes, she is actually a passenger ship, regardless of tonnage. Furthermore, for yachts, the BNWAS regulation assigns compliance dates based upon a yacht’s construction date. New yachts are those with their keel laid on or after July 1, 2011. Existing yachts are those built before this date. New yachts of 150 gross tons and upwards must already have the BNWAS installed and operational. It was due on July 1, 2011. For existing yachts, it is broken down by tonnage with different due dates:
July 1, 2012: 3,000 gross tons and greater July 1, 2013: 500 gross tons up to 2,999 gross tons July 1, 2014: 150 gross tons up to 499 gross tons The equipment to be installed must be type-approved to the IMO performance standard. Each classification society and some flagstates have additional rules for the type of equipment allowed to meet this requirement. Type approval is very important. Do not assume that if you are classed with one society that any approved system will be accepted. The interpretations for BNWAS differ significantly between the classification societies. The same is true with the flag-states. And for our do-it-yourselfers, a homemade motion detector system from the hardware store will not be satisfactory. Based upon the complexity of the installation and particular needs of each yacht, it is recommended that the BNWAS is installed during a shipyard period versus waiting until the mandatory date. Capt. Jake DesVergers is chief surveyor for International Yacht Bureau (IYB), an organization that provides flagstate inspection services to yachts on behalf of several administrations. A deck officer graduate of the U.S. Merchant Marine Academy at Kings Point, he previously sailed as master on merchant ships, acted as designated person for a shipping company, and served as regional manager for an international classification society. Contact him at +1 954-596-2728 or www.yachtbureau.org. Comments on this column are welcome at editorial@ the-triton.com.
September 2012 B
B September 2012 MARINAS / SHIPYARDS
The new year could require a new plan for garbage at sea By Will Nock The Marine Environment Protection Committee (MEPC) of the International Maritime Organization (IMO) met for its 62nd session in July 2012. Revisions to the International Convention for the Prevention of Pollution from Ships (MARPOL) Annex V (Garbage) were adopted through Resolution MEPC.201(62), which will come into force Jan. 1. The most notable of these revisions is that the discharge of all garbage into the sea will be prohibited, except as provided otherwise in Regulations 4, 5, 6, and 7. This means that items such as dunnage, lining, metal, bottles, and other items will no longer be able to be disposed of overboard, regardless of the vessel’s distance from shore; perhaps necessitating some creative storage solutions for smaller vessels. Additionally, Regulation 10.2 of Annex V will require that every vessel of 100 gross tons (GT) and above, and every vessel certified to carry 15 or more persons have a Garbage Management Plan. This lowers the tonnage requirement from its current level of 400 GT, which will have implications for a large number of smaller vessels such as offshore supply
vessels (OSV), tugs, and yachts. The establishment of the Garbage Management Plan may be challenging for the yachting community in that there will likely be a learning curve for many owners, crew and managers whose yachts have, up until now, fallen below the 400 GT requirement. Guidance on how to properly create and implement a Garbage Management Plan can be found in Resolution MEPC.220(63). Other changes have also been made to Annex V, including the updating of definitions, the addition of regulations pertaining to the discharge of animal carcasses, and an expansion of the requirements for placards onboard. Comprehensive guidelines for the implementation of the revised MARPOL Annex V can be found in Resolution MEPC.219(63). Although these revisions may be relatively minor when compared to other upcoming regulations affecting the industry, it is good to be aware and prepared for them well in advance of the New Year. Will Nock is the safety and technical manager with International Registries, registry services provider for the Marshall Islands Registry. Comments are welcome at editorial@the-triton. com.
Largest stability gyro to hit the waves in tournament yacht TECH BRIEFS, from page B5 islands,” he said. E3 will announce more details and showcase the service at the Monaco Yacht Show, followed by a launch with Digicel and Antigua at the Antigua Charter Show in December. For more details, visit www.e3s.com.
Seakeeper debuts new gyro
Maryland-based Seakeeper has delivered its largest gyro to date, the M26000 to be installed on Jim Smith Boats’ hull No. 29. This 105-foot custom, tournament sportfish yacht is scheduled to launch in 2013. “Directional stability is very important for high speeds,” said John Vance, Jim Smith Boats president. “Seakeeper’s internal gyro just makes sense. This way there are no parts in the water to reduce the boat’s performance. Seakeeper’s gyro is a unique product and a quality piece of hardware.” Seakeeper’s gyros virtually eliminate zero- and low-speed boat roll, working
at anchor and under way. They don’t require through-hull cutting and eliminate drag-producing appendages. For more information, visit www. seakeeper.com.
Muir replaces aluminum housing
Muir Windlasses Australia has launched its latest composite fiber housing to replace aluminum housings for its range of horizontal anchor winches. The idea was to develop a one-sizefits-all housing. “We also needed to eliminate a number of issues regarding painting, the paint finish, corrosion and electrolysis in operation,” said Production Manager Ian Stocks. “The composite fiber model we developed addressed these issues while maintaining the same strength and load carrying capabilities of the original aluminium housing.” The new housing features a gelcoated finish, which means it is available in different colors. For more information, visit www. muir.com.au.
www.the-triton.com MARINAS / SHIPYARDS: Security checklist
September 2012 B
Beyond draft, shorepower, consider security in marina choice By Corey Ranslem Marinas that cater to megayachts understand the value of providing high-end concierge services and quality support facilities for crew. However, when reviewing the services and costs normally used to select a marina, it is important to include security services, or the lack thereof. Not a day goes by without some reminder of the number and varied types of threats to which yachts may be exposed. Piracy continues to present a challenge to vessels in the Indian Ocean. Attacks against vessels are now common in Asia, Central/South America and the Caribbean. Security is usually not a concern when docked at a marina, especially in areas considered safe. However, that is often the most vulnerable time for a vessel and its crew. Not all marinas are equal in the services they provide to megayachts, their owners and their crews. It doesn’t matter where in the yachting world you go, evaluating the level of a marina’s functional compliance with security should always be a priority. Yacht owners and operators have an obligation that all reasonable “due diligence” measures are taken to ensure that the vessel, crew, and passengers will be safe and secure … at the marina and all ports-of-call on every itinerary. I have had the opportunity to travel to facilities around the world and have found some well-run and secure marinas, but have also found some poorly run facilities. There are a number of things a megayacht captain can do to evaluate the security standards and services of marinas, anywhere they may go worldwide. This checklist provides a starting point for determining what facility may offer the best operational and financial value for their vessel when it comes to security: 1. Determine if the facility has had any security related incidents in the past 24 months. This would include any theft of property, damage to vessels/property, vandalism or other security related problems. This may also be important information to provide to insurance claims adjusters in the event an incident occurs at the marina you selected to berth your yacht. Unfortunately, marina operators are often reluctant to provide this information or the information provided is not always accurate. However you can still find out the facility’s most immediate history through the following sources: l Check with your agent to see if they have had dealings with the facility
in the past. l Talk to other captains you trust to see if they have used the facility and what their experience was. l Use the Internet. There are a number of Web sites used by sailors, cruisers and yacht crews to share information on facilities. These can be great resources, but do take some time to read and research. l Read past issues of the local newspaper. Most local newspapers are archived online and are easily searchable. l Hire a maritime security company to gather threat and vulnerability
information on the target marina and its host community. They can usually provide detailed reports on a certain facility along with information on the current political climate of the country and surrounding region. Some even provide pointto-point service and will monitor a particular area while you are in the facility. 2. Does the facility maintain adequate lighting from dusk till dawn? Look for a facility that has good lighting around the marina buildings and grounds, and that projects a cone
of illumination over the waterside approaches to the berthing areas sufficient to see anyone approaching the yacht from that direction. Lighting or lack of lighting can make a big difference for adequately securing a marine facility. 3. Are there effective fencing, barriers and measures for access control and accountability at the entrances to the marina’s docks, piers and slips? While the marina owner/operator wants the property to be aesthetically
See SECURITY, page B10
B10 September 2012 MARINAS / SHIPYARDS: Security checklist
Make sure the CCTV works and the images are clear, readable SECURITY, from page B9 pleasing, it is also important that access to the piers and slips be effectively controlled. The better facilities will have decorative fencing that prevents access as well as access cards for guests and visitors. This type of control provides a much safer environment for megayachts. Also remember to never dock in a slip along the seawall or fencing. This is one of the most vulnerable spots in the facility for unauthorized intrusion. Make sure to ask the marina manager the frequency and degree to which non-marina people have access to the facility (i.e. hotel guests, apartment or condo residents colocated within a facility, etc.). 4. Does the facility have a working closed-circuit television system? And if so, where do the images terminate? What is the established response time in the event an incident does occur? There are a number of facilities that have cameras that do not provide
effective coverage, either because the procedures. cameras are not properly oriented A properly installed and effectively to the target area, or the lumen rate used CCTV system is an invaluable and pixel strength do not capture an tool for use in insurance claim image that is of sufficient quality for investigations. use in a forensic investigation or for 5. Is the facility actively patrolled introduction into by professional evidence in criminal security officers? or civil legal Many facilities A properly installed proceedings. will put a dockhand and effectively used Like all in a security CCTV system is an technology, CCTV uniform, which systems must is not the best invaluable tool for be periodically solution. use in insurance claim calibrated and Look for facilities investigations. maintained to that employ private ensure they remain security officers in optimum who understand working order, and they must provide marine operations. These officers are optimum coverage of common areas usually trained in other areas of marine and the entrances onto the individual operations and can be helpful to crew. piers. Professional security staff will It is even better if the facility’s also provide a deterrent to potential CCTV system is activity monitored by incidents, especially along a public a professional security staff that has access pier. And they have a much been trained to respond to incidents in quicker response to the vessel over accordance with the marina’s security local law enforcement. plan and associated standard operating If the facility does have a professional security staff, make sure you get to know them. Their response is almost always faster if they know who’s calling. 6. Where is the facility located? Facilities in upscale neighborhoods or resort areas are usually more secure than facilities in a non-marine area or a heavy industrial area. Upscale neighborhoods and resorts typically add another layer of access control to a facility. Regulated facilities usually have a much better security program than non-regulated facilities as they are subject to security compliance audits. If the facility is located within a private neighborhood, make sure to ask who has access to the docks and individual slips, and what controls are
in place to ensure proper access control and accountability. 7. Is the facility well-kept and maintained? I am always big on attention to detail when it comes to marine facilities. I’ve found that wellmanicured and maintained facilities usually pay much better attention to security details than facilities that are not as well-maintained. I have observed that when a number of the facility’s essential services are not working (i.e. shore power, water, pumpout, TV, etc.), its security systems are usually not working properly either. 8. What is the facility’s offseason occupancy rate? Facilities that provide a number of services, are well-maintained and have a strong security program are usually the toughest in which to get a slip. Happy clients that are used to receiving the full value of effective security services will always return to a facility where they felt comfortable, secure and received great service. 9. What type of insurance coverage does the facility maintain, and what value does it assign to compliance with applicable security policies and procedures? How will it impact the coverage of your vessel in the case of vandalism, theft or loss? Insurance coverage can vary around the world depending on government regulations (or the lack thereof). Since regulations vary so much, it is good practice to ensure your vessel’s insurance policy will cover loss. 10. To what extend is the marina able to control waterside access to its berths and guest vessels? Control of waterside access is one of the most important – and the most often overlooked – security issues. I’ve seen a number of facilities with very good landside security, but are lacking in the quantity and quality of systems and procedures for protecting vessels from unauthorized access via the water. There are a number of ways to secure the waterside access, but the best way is by a waterside patrol. Trained and well-practiced personnel will keep out undesirables and provide a quick response if you have problems. Waterside patrols can also be used to provide a number of other helpful services to the facility and its clients. Security doesn’t have to be a burden, and the sky isn’t falling everywhere, but it is a good idea to understand the basics wherever you are headed to keep everybody safe. Corey Ranslem is CEO of Secure Waters Security Group (www.securewaters. com) and has worked in both public and private maritime security for 18 years. Comments on this article are welcome at firstname.lastname@example.org.
MARINAS / SHIPYARDS
Workers oversee the precise placement of the hoist’s legs.
Derecktor’s hoist done, ready to lift 820 tons in South Florida By Dorie Cox A new mobile boat hoist at Derecktor of Florida in Dania Beach was erected in early August to lift yachts up to 200 feet in length. The choreographed compilation of the custom-built parts, shipped from Cimolai Technology in Italy, required four cranes. A 350-, 300-, and two 150ton cranes worked in unison to raise the main arch onto the base for the most difficult part. The magnitude of the task had most workers of the yard, and neighboring yards, on the sidelines watching during the nearly two-hour event. “It’s like elephants dancing, slow and cumbersome,” Derecktor yard engineer George Thomas said as the cranes inched the parts closer. “I feel like I’m in the delivery room,” project and facilities manager Galloway Selby said of his work on the project. James Brewer, business development at Derecktor, said the 80-foot-tall lift is the largest mobile unit of its type in Florida and the second largest in the United States. “If it were any taller it would need the red lights on top for the airplanes,” Brewer said. M/Y Battered Bull, a 172-foot, 682ton Feadship, is expected to be the first yacht in the new hoist, which is scheduled to be operational by Sept. 15. “Historically, we’ve had a lot of work done during the past 12 years at Derecktor,” the Bull’s Capt. Len Beck said. “But we couldn’t get hauled.” The yacht is for sale and waiting for someone who recognizes pedigree and quality, Beck said. “When we find them, we’ll get hauled to do the survey.”
Northern Marine builds commercial Washington-based builder Northern Marine has secured a multi-vessel commercial contract and has already
begun construction on the first two boats, which are slated for completion next year. Details of the contract were not disclosed in a news release, but Northern Marine President Andy McDonald said the vessels will be based in the United States. All of the commercial vessels will be based on a single design, for which Northern Marine is preparing new tooling and molds. For more, visit www. northernmarine.com.
Abacos’ Bluff House upgrades
The historic Bluff House Resort & Marina on Green Turtle Cay in the Abacos has added eight new guestroom suites under new ownership. New General Manager Christopher Pollock, a veteran hotelier who grew up in The Bahamas, has overseen the addition of a new Bluff House Beach Bar and Pollock Grill, new dive and fishing packages and The Jolly Roger restaurant and bar. The property also has a 38-slip marina. For more information, visit www.bluffhouse.com.
Vanuatu boatyard acquired
Justin Jenkin, owner of Vanuatu Yacht Services, and Tyrrel Fairhead have purchased Port Vila Boatyard in Vanuatu in the South Pacific. The yard has been open more than 15 years and caters to smaller multihulls, but has moorings in front of the yard for vessels up to 80 feet. The yard can handle fiberglassing, welding, woodwork, rigging, engineering, painting, and bottom jobs. Paul Samson is the yard manager. For more, visit www.portvilaboatyard.com.
September 2012 B11
B12 September 2012 MARINAS: Free concerts
Free jazz spices up marina concerts in Caribbean By Carol Bareuther There’s a definite rhythm in the Caribbean and you’ll find it everywhere. Carnival celebrations complete with steel-pan bands, Jump Ups with thumping sound systems mounted on the back of pick-up trucks, and annual jazz fests that have grown into international, multi-day affairs. Yet off the beaten track and best of all free of charge, there are a couple of marine-related musical happenings that are a real blast. l JazzHaven, Yacht Haven Grande, St. Thomas. Bring your own blanket and stretch out on the grassy esplanade the third Saturday of each month for a free Caribbean jazz concert. The music starts at 4:30 p.m. and ends at 9 p.m. The bands vary each month, but we showcase a mix of talented St. Thomas teenagers as well as internationally acclaimed jazz artists from Puerto Rico,” said Deb Capone, the marina’s marketing manager. Lawn service for food and beverage as well as concertgoer specials is provided by two of marina restaurants, Fat Turtle and Grand Cru. l Jam Sessions & More, Nelson’s Dockyard, Antigua. By day the HotHotHotSpot! is an unassuming little cafe in the Pay Office next to Crabhole Liquors, below the Signal Locker and within 15 feet of docked yachts. Come Wednesday nights from November to May, it’s reinvented into a completely different set-up offering dinner and an evening of ad lib entertainment. “The music varies according to whoever shows up,” said Gay Nichols, who owns the eatery and Internet cafe with Arnold Baird. “There are many different instruments and amazingly
Guests and locals enjoy a recent dinghy concert at Le Phare Bleu in PHOTO FROM LE PHARE BLEU MARINA & BOUTIQUE HOTEL Grenada. talented people who show up. Sometimes there are funny skits and anecdotes; no night is ever the same.” In a call for talent, the establishment’s flyer reads, “If the people like you, there is a free drink or two.” “It’s always been such a great success,” Nichols said. “We have given away a lot of free drinks.” l Dinghy Concerts, Le Phare Bleu Marina & Boutique Hotel, Grenada. When the Petite Calivigny Bay-based marina purchased a tug boat and barge to offer rescue services, the platform for floating live music sessions was born. Of course, it helped that owner Dieter Burkhalter is an avid musician and former music school owner in Switzerland
“Being a very keen sailor, Dieter came up with the idea of offering dinghy concerts,” said Lynn Fletcher, hotel and marketing manager. “The concerts are a real hit and are free. Island Water World helps by sponsoring so we can offer everyone a free beer.” There are five dinghy concerts a year. One always kicks at the end of February for the start of the South Grenada Regatta and the others have varying dates based on the availability of visiting musicians. Marketing is all viral and there’s quite a cult following for the concerts on YouTube. Carol Bareuther is a freelance writer in St. Thomas. Comments on this story are welcome at email@example.com.
www.the-triton.com PERSONAL FINANCE: Yachting Capital
Emergencies remind us to plan for unforeseen issues As I sit here reflecting on this of his premature death. If this son was month’s article I try to again think what involved with drugs, the money could is important to most of the readership. easily run out quickly after a lifetime Perhaps some of you are always looking of sacrifice by the father. Just as sad for that one is the daughter who gets the nest egg, little nugget marries for a short time only to have of financial the inheritance split in a divorce. information that So yes, your financial plan should will make you build wealth with the appropriate wealthy without amount of risk and time. It should risk. While this also consider contingencies that we sounds a little sometimes hesitate to talk about. unrealistic, it Yes, financial plans need frequent nevertheless review to make sure that “life” gets Yachting Capital is what some incorporated into your plan. We should Mark A. Cline people are never assume that financial plans are thinking. a one-time decision. These plans must Everyone has their own risk get frequent review and discussion so tolerance. As we grow older, we that the end result is what you expect typically have less time to make money for retirement. on long-term investments. An older The world is constantly changing person may consider all investments and this includes our country. You short term. Someone in their 20s often would never have ever expected to has no awareness have corporate of short- or longbonds with General term differences Motors lose their Today, we frequently with investments. value and that see market swings in In this union workers one day that would hurried society would become have taken weeks almost everyone partial owners of procrastinates company assets and been considered planning for their along with the catastrophic 40 years financial future. U.S. government. ago. Many under the Recently, several age of 50 do not U.S. cities have filed have the time in for bankruptcy their daily life to plan for something protection. Unbelievable. Whole cities that is not an immediate concern. are unable to pay their debts. Others, after seeing a friend or family These are tough times for many just member face a life-altering situation, to keep a job. Often the equity of the will all of a sudden realize they need to home was considered the mainstay of better plan for their future. many personal assets and was a big Financial planning is completely part of the retirement funds. When different today than it was for my home values dropped, the number of father. Today, we frequently see market people upside-down on their home swings in one day that would have mortgage has increased dramatically. taken weeks and been considered Many seniors have been forced to go catastrophic 40 years ago. back to work after trying to sell their Everyone needs to develop their homes and finding they must come up own personal financial plan. You with money to move into retirement. cannot duplicate the plan of a friend Unfortunately, parts of this or colleague and expect that it will article are on the negative side. It is meet your needs as it does for them. important to understand you should Everyone has family situations that get professional help to develop your play an important part of their plan. financial plan and keep it updated. The main focus of your plan should Trying to develop your plan on your include not only your financial growth own can cause you to miss some but what will happen with your estate. important components and proper Some people plan to use their entire diversification. financial nest egg during retirement Information in this column is not and others want their assets left to intended to be specific advice for family members while they retire on anyone. You should use the information interest and dividends. to help you work with a professional For those who take the time to put regarding your specific financial together a plan with a good financial objectives. planner, that plan will normally incorporate family dynamics. Some Capt. Mark A. Cline is a chartered will have heard the story of the son, senior financial planner. Comments on at age 21, who inherited his father’s this column are welcome at +1-954-764entire retirement nest egg as a result 2929 or through www.clinefinancial.net.
September 2012 B13
CALENDAR OF EVENTS B14 September 2012
Visit a boat show near you, Newport to Monaco EVENT OF MONTH Sept. 19-22 Monaco Yacht Show Port Hercules, Monaco
The annual exhibition of 500 luxury yachting companies and 100 megayachts on display. www. monacoyachtshow.com
Sept. 1-3 33rd annual Classic Yacht
Regatta, Newport, R.I. To be held at Fort Adams State Park. www.moy.org
Sept. 4-7 25th SMM, Hamburg,
Germany. Shipbuilding, machinery and marine technology trade fair. smmhamburg.de
Sept. 4-9 Hiswa In-Water Boat Show, NDSM-shipyard, Amsterdam. This year’s themes are luxury, recreational and active. www.hiswatewater.nl
Sept. 7-8 Recycled Fish 24 Hour Fish-
A-Thon. Anglers fish to raise awareness for the problems of fisheries. Buddy@ RecycledFish.org, www.recycledfish.org
Sept. 11-16 Cannes International
Boat Show (Festival De La Plaisance), Cannes. This year’s show will include 583 boats, 425 exhibitors, 173 vessels on show for the first time. www. salonnautiquecannes.com
Sept. 13–16 42nd annual Newport
International Boat Show, Newport, R.I. One of the oldest and largest inwater boat shows in the United States. Almost 750 exhibitors, 600 boats, and a Cruising Outpost party. www. newportboatshow.com
Sept. 14-23 PSP Southampton Boat
Show, Southampton, UK. To feature the Boat Project, made from pieces of Jimi Hendrix’s guitar, a piece of the Cutty Sark and a replica of Shackleton’s boat. www.southamptonboatshow.com
Oct. 13-15 Waves Jamaica, Portland,
Jamaica. National Hero’s Weekend events includes aquatics, concerts and seafood festival. For details +1 876-3161057, firstname.lastname@example.org.
Sept. 17-18 Cruise Shipping, Marina Bay Sands, Singapore. Event for the Asia-Pacific cruise industry. www. cruiseshippingevents.com
Sept. 18 MonacoNet, Riviera Marriott Hotel, Monaco. AYSS hosts this speed networking event of agents and support companies. RSVP to jenny@ ayss.org, www.ayss.org.
Sept. 22-30 Interboot Watersports
Exhibition, Friedrichshafen, Germany. www.interboot.de
Sept. 23-29 National Marine
Electronics Association presents International Marine Electronics Conference and Expo, Orlando, Fla. www.NMEA.org
Sept. 29-Oct. 7
Les Voiles de St. Tropez, France. Regattas of modern and traditional yachts. www.societenautique-saint-tropez.fr
Sept. 29-Oct. 7 31st annual Istanbul International Boat Show, Istanbul, Turkey. www.boatshow.com.tr
Oct. 4-7 America’s Cup World Series, San Francisco. This event will take place during San Francisco’s annual Fleet Week. www.americascup.com
Oct. 6-14 Genoa International Boat
Show, Genoa, Italy. Up to a million visitors join 18 events, 4,000 exhibitors, events and concerts. www.genoaboatshow.com
MAKING PLANS Oct. 10 Triton Expo Lauderdale Marine Center Ft. Lauderdale
The Triton is hosting its popular expo for yacht crew and industry – both working and looking – to help them develop the contacts that can make their careers better. This year’s plans feature fun activities and exhibits from companies that offer goods and services yacht crew need. Stay tuned for details at www. the-triton.com.
Oct. 13-21 34th annual Athens
International Boat Show, Greece. www. athensboatshow.gr
Oct. 20-25 6th National Conference
Program, Tampa, Fla. Event for coastal and estuarine habitat restoration. Also sessions on restoration of the Gulf of Mexico. www.estuaries.org
Oct. 25-29 53rd Ft. Lauderdale
International Boat Show, Ft. Lauderdale. Six locations, Bahia Mar Yachting Center, Hall of Fame Marina, Las Olas Marina, Greater Fort Lauderdale/Broward County Convention Center, Fort Lauderdale Hilton Marina and The Sails. www.showmanagement.com
www.the-triton.com SPOTTED: Mexico; Washington, D.C.
Capt. Donald and Chef Natalie Hannon of M/Y Sea Star saw the sights of Washington D.C. this summer, including this personal view (below) of the desk of U.S. Senator Joe Manchin, D-W.Va., a friend of the boss. They also made their way to the gates of the White House (left). PHOTO FROM DONALD AND NATALIE HANNON
Laura Sherrod, senior vice president of Atlass Insurance in Ft. Lauderdale, took a family vacation down south of Cancun, Mexico, near Playa Del Carmen. She and daughter Hannah thought the Xcalacoco ruin was the right place to hang out and read The Triton, just like the local Mayans would have done 900 years ago. PHOTO FROM LAURA SHERROD
Where are you reading your Triton? Are you holding a copy in your hand, do you download from the internet or are you reading on the go? Show us your Triton. Send photos to editorial@ the-triton.com.
September 2012 B15
Networking in September
Tropical Triton gathering
Cool, refreshing Don’t guess who’s coming and hydrating
Ward’s, Neptune, Yacht Flowers
Monthly networking with feet in the sand.
The truth about caffeine beverages
Among the many things a management company does is follow changes to and ensure compliance with various PHOTO/LUCY REED international regulatory requirements, including ISPS and ISM.
Shore-based managers effective? Depends. In talking to colleagues with flag states or brokerage houses, you’d think ISPS, ISM and myriad other regulations are the norm. But we forget that most yachts are privately owned, and below 500 tons, so a lot of those rules and regulations yacht captains read and worry about don’t impact them. Yet. One captain of a private 90something-foot yacht is concerned that in his travels this year, he’ll miss some important regulation change and get fined, detained or worse. He was researching companies that provide management services and wondered if other smaller, private yachts use them and, if so, what the benefits are. So we asked captains and crew of all types and sizes of vessels about yacht management companies.
Does the yacht operate under a management company? A strong majority – 68.1 percent – said no. But when we asked Have you ever worked on a yacht under management? the answers were exactly reversed with 68.1 percent indicating they had. With a majority of our respondents having had experience with management companies, we asked Did you like the arrangement? These answers were pretty evenly split, with slightly more than half approving of the relationship. “Having a support group ashore is invaluable,” said the captain of a charter yacht 100-120 feet in the industry 15-19 years. “Also, it is a great way to move up in size as jobs become available.” “Our current yacht management company is proactive by offering
Sometimes, it’s all about the food
TRITON SURVEY: Yacht management companies
By Lucy Chabot Reed
Put plan in place before trips
courses/training online and onboard,” said the captain of a yacht 160-180 feet. “In particular, we have had our CSO conduct several security training classes with our crew.” “They can work well,” said the captain of a private yacht 80-100 feet. “I have other captain friends who love it but they are part of large professional companies. I was unfortunate enough to be with a small company that was not organized and made getting the smallest thing done a large challenge.” “You need to differentiate between operational and regulatory management, as they are completely different,” said the captain of a private yacht 180-200 feet and in the industry more than 20 years. “Operational management where a captain has a management company between himself and the owner is not a healthy
See SURVEY, page C8
We, as yacht chefs, have gone overboard in what we think the boss really wants in order to do a great job. We have literally walked the plank just to include some really off-the-wall stuff. Have we overlooked the true desire for a simple steak-and-potato meal? We tend to do that as chefs. We read in the artsy publications Culinary Waves that this chef did Mary Beth this and that chef Lawton Johnson did that. One chef created nuclear fudge fusion using Oreo cookies. Is it ever going to stop with the neverending creativity? One yacht went through 41 topnotch French chefs in a year. Who was not listening? An employer in Beverly Hills with a yacht in the Mediterranean flew chefs in and out as fast as the sous chef peeled the potatoes. I believe that’s because the boss wasn’t happy. The chefs didn’t give him what he wanted. We think the boss wants fancy and extravagant all the time. That might be true on some highend charter yachts, but most private owners are happy with simple. Elegant and tasty, sure, but simple. Taming the creativity factor takes self control. We want to do our jobs to the best of our ability to give the boss something he can’t make himself or get at the local mom-and-pop restaurant. But “to the best of our ability” does not mean throwing in the wild card and hoping to win. I was recently interviewed by a reporter from the Wall Street Journal who asked, “have chefs gone overboard in their tactics to reach new heights in
See WAVES, page C6
NETWORKING THIS MONTH: Ward’s Marine Electric
September 2012 C
September brings networking with Ward’s Marine Electric Join The Triton for networking with Ward’s Marine Electric on Sept. 5, from 6-8 p.m. at 617 S.W. Third Ave. in Ft. Lauderdale. There will be music, food, and tours of the facility. Until then, get to know a little more about Ward’s from Chief Operating Officer Kristina Hebert. Q. What should mariners know about Ward’s Hebert Marine Electric? Ward’s is involved with every aspect of power generation and distribution on yachts. We have a 10,000 sq. ft. parts warehouse and we sell and distribute more than 15,000 marine electrical components. Our staff of 20 ABYC certified marine electrical technicians diagnose, repair, and upgrade electrical systems. Q. Specifically, what should yachts know? Almost all of our services and products can be customized to any size vessel. No matter whether we’re working on a sport fish, sailboat, or megayacht we provide the same ABYC certified electricians and knowledgeable sales staff. We see safety and reliability as the highest priority for any seagoing
vessel. There will never be a time when we sacrifice these values because of the scope of the project or size of boat. With us, it’s all about customer satisfaction and keeping the trust captains have in our products and services. Q. You are president of MIASF. Why should yachts care? MIASF (Marine Industries Association of South Florida) is a business trade organization representing companies in MiamiDade, Broward and Palm Beach counties and areas beyond. Our mission is to remain and increase our stature as the yachting industry capital of the world. We have a three pronged approach: Promotion: South Florida has the greatest concentration of skilled tradesmen throughout the world, full service boatyards and marinas, yearround boating and a great place to provision or stay and enjoy all that the area offers. Professionalism: The highest standard of training, certification and craftsmanship is what all member businesses of MIASF strive for in their everyday work. Regulatory: MIASF, through its volunteers and professionals, will advocate at the local,state and federal level to protect and promote the South
Florida marine industry Q. What marine business were you doing in Washington, D.C. recently? I recently had the opportunity to participate in a U.S. Congressional hearing for the House Small Business Subcommittee on Oversight with presiding chairman Rep. Allen West (R-FL). The purpose of the hearing was to discuss federal policy and regulatory impediments for small businesses in the marine industry. Specifically I spoke about the Department of Labor’s rule interpretation that redefined the term “recreational vessel”. The agency accomplished just the opposite and has burdened the recreational marine repair industry to purchase duplicative workers compensation insurance. What does that mean? Higher labor rates and loss of jobs. This is not just a South Florida issue but a nationwide concern. After the hearing we had a meeting with the Department of Labor and are working on a solution that will hopefully come sooner rather than later. Stay tuned for more on that outcome. Q. Ward’s has a few departments crew may not of be aware of. Tell us about those. For the longest time our marketing brand stated: sales, service, and engineering. These departments are the foundation of our business. Over
the last few years we’ve added panel production and manufacturing to the list of services available. The panel production department is a team with combined expertise from all three of our departments. In order to keep our quality standards we started designing, installing and customizing panels in-house. All types of panels are manufactured on site. Our panel production department is responsible for all the painting, engraving and wiring that goes into each project. We’ve done some pretty interesting work that will be on display at the networking event. Our hope is that people will realize we are more than just parts and service. Many of our customers also don’t realize that we are an original equipment manufacturer (OEM) for many of our own vendors. We’re proud of this growth and are consistently trying to evolve these departments. Ward’s Marine Electric can be reached at +1 954-523-2815 and www. wardsmarine.com. To get to Ward’s from 17th Street in Ft. Lauderdale, take Andrews Avenue north to Southwest Seventh Street, make a left, cross the railroad tracks and make a right. Visit www.wardsmarine.com for more information.
October 10, 2012 • 5-8 p.m. Lauderdale Marine Center 30 VENDORS • FOOD • BEVERAGES • ACTIVITIES GREAT NETWORKING & BUSINESS CONTACTS
C September 2012 NETWORKING THIS MONTH: Neptune Group/Yacht Flowers
Neptune Group, Yacht Flowers host event in Ft. Lauderdale On the second Wednesday in September, The Triton is networking with The Neptune Group and Yacht Flowers. All yacht crew and industry professionals are invited on Sept. 19, from 6-8 p.m. at two of Neptune’s rental properties at 400 and 404 S.E. 21st St. in Ft. Lauderdale. Until then, learn more from both companies. First from president and charter sales agent, DJ Parker. Parker Q. How did Neptune get its start? The birth of The Neptune Group was impromptu in the late 1990s when I assisted a yacht captain. The captain didn’t know he was wanted by Interpol as the result of a scrap with a previous Greek yacht employer. He had to surrender his passport in Turkey and landed in jail. His fiancé raised money for attorney fees and to help I bought their house, complete with a crew of Maxi sailors. One of them was Dwight Ledbetter, now vice-president of the Neptune Group and my lifelong partner. Capt. Todd Kaufmann worked on the house in exchange for rent and commented, “This will make a great crew house”... a new term for me. In 2004, Dwight stepped down as yacht captain to assist with the growing collection of residences for maritime students and yachties. Q. And Neptune Group Yachting? In 2006, we launched Neptune Group Yachting, an international yacht charter and management company. Although the companies complement each other, Dwight and I run them separately, including the Web sites. I am president of both and we are equal partners. Q. What do you do best? The Neptune Group is a gateway for many of today’s crew to find jobs and start careers in yachting. We are an integral part of Ft. Lauderdale’s marine industry. We offer well-run, clean, reasonably priced homes in which to stay while attending maritime schools or conducting business in the yachting capital. In addition to overseeing these two companies, I work as an international charter agent, serve as president of the American Yacht Charter Association (AYCA). And I am a board member (liaison for superyachts) of the Marine Industries Association of South Florida (MIASF), a member of the Florida Yacht Brokers Association (FYBA) and treasurer and acting secretary of a local civic association. Both Dwight and I were appointed
by Ft. Lauderdale city officials to represent the marine industry for short-term rentals. Yacht Flowers will co-host the event. Learn more from owner Eileen Cheng. Q. How did you get your start? I started when I was 15 and have continued through the years. I take seminars twice a year to update. I used to do freelance Cheng but with this business, I thought I could extend the passion and create something people don’t ordinarily see. I bought this business when I realized if I’m working for someone else, I don’t get the opportunity to do that. Q. What is the background on Yacht Flowers? Hilary Frischhertz started the business and ran it for nine years. I bought it two years ago. Q. What do you offer yacht crew? Service, that’s what we do best. Plus, new flowers, new trends from Europe, and we share what we know about how to take care of your flowers. It’s important that crew know how to prolong the life of flowers on a yacht. If a yacht wants something, even Sunday delivery, we can work with them. Q. What’s expected in the future of the flower world? Styles will be the same, but the colors and tones are changing. Hot pink, orange and green are coming for this fall. Yachts often don’t use new colors, they usually repeat theirs because they don’t change their decor often. Floral fashion is tied into interior design, as well as color and tone, especially on yachts. Q. What are your favorite flowers to work with? Calla lily. They are elegant. Q. And least favorite? The hardest to work with is the lily. They have smell and pollen, which a lot of people don’t care for. You have to be gentle with the tips. You have to be perfect. Q. What do crew do that makes you nuts? They don’t water, they forgot the flowers. And they put them under vents. Cool temperature is good, but the floating air on them is not good. For more information, contact The Neptune Group at www. TheNeptuneGroup.com, +1 954763-1050 or email manager@ TheNeptuneGroup.com. And for more information on Yacht Flowers, call +1 954-720-1090 and visit www. yachtflowers.com.
NETWORKING LAST MONTH: The Triton
he full moon rose over Triton networking on the first Wednesday in August in Ft. Lauderdale. Captains, crew and industry professionals enjoyed hamburgers and hot dogs by the Atlantic Ocean on a hot summer night. Some of the crew cooled off in the water with stand-up paddleboards and water toys while others PHOTOS/DORIE COX cooled their feet in the sand.
September 2012 C
C September 2012 IN THE GALLEY: Culinary Waves
Lesser-trained cooks filling chefs’ positions in the galley WAVES, from page C1 cuisine?” He was referring to molecular gastronomy (of which I am guilty). My answer: “We, as chefs, are literally throwing chocolate dirt on our molded terrine graves that we have dug for ourselves.” Professionally speaking, we are indeed killing our chef numbers in yachting. I predicted years ago that lesser-trained individuals would step in our galleys, filling our jobs. If you notice, it is happening. Why? One reason is less creativity and more of a good cook. So how can you tame the wild, creative Heston Blumenthal that lies within you and still do a jam-up job? Just stop what you were going to do, think of back-to-basics good food and listen to what your employer has been telling you for years that he wants, not what you think he wants. When was the last time you sat down with your employer and asked, do you want a steak and potato or do you want a fancy meal instead? Do you want corn on the cob or the cob carved into mini palm trees with the kernels made into a flan of some sort? Not everyone wants fancy creative day in and day out. I know I can’t stand it anymore. Where’s the simple in creativity? When someone asks if you are a chef, what do you say? I say I am a good cook because, really, that’s what it boils down to. I love normal, good food. What makes us think our bosses don’t, too? It really boils down to us chefs constantly putting pressure on ourselves to perform, to be the absolute best at what we do. That means we turn to being creative to accomplish it.
I can say I have failed a lot of the time because I have gone overboard. Somewhere along the way, creativity turned into a monster that has complication, height, and weird ingredients. We baked that mix and served it up most of the time so we only have ourselves – and probably an industry seeking the best – to blame. So my answer is, revert to basics. Stop the glow-in-the-dark appetizers and make something simple, elegant but simple. Save the creativity for when it is genuinely called for. Not only do you save yourself the time and stress but maybe the food budget will decrease. Don’t lose your creativity; just shut the door on the over-the-top stuff that makes us all crazy. It’s hard to do. How do you eat an elephant if it seems overwhelming? One bite at a time, but not with banana mango ketchup and fried lotus leaves. If you think, “I can’t do simple; all I ever do is over-the-top”, my final suggestion is to buy a simple cookbook, look at the recipes, then look at what you were going to do. What is easier and looks better? Strip your recipe down. Strip the mile-high and plate-wide decorations down. Naked food, real food is beautiful, too, and more rewarding for the taste buds, like a juicy steak and loaded baked potato. See how simple? Mary Beth Lawton Johnson is a certified executive pastry chef and Chef de Cuisine and has worked on yachts for more than 21 years. Comments on this column are welcome at email@example.com.
THE CREW’S MESS – BY CAPT. JOHN WAMPLER
Brown, simmer, layer and bake; a hearty meal for busy crew This month’s Crew’ Mess is a quick and easy casserole dish that only has five ingredients.
Shepherd’s Pie 2.5 pounds lean ground sirloin 1 medium onion, chopped 4 cloves garlic, chopped fine 10 oz. can corn kernels 2 cups mashed potatoes (instant OK) 1 cup grated cheddar cheese 1.5 cups jerk marinade In large skillet, brown the meat. Sauté garlic and onions until translucent. Add jerk sauce and simmer on low heat for 20 minutes. Prepare the mashed potatoes. Pre-heat oven to 350 degrees. Drain corn. Lightly oil a large casserole dish. Transfer
the meat mixture. Layer on the corn. Layer on the potatoes. Top with cheese. Bake for 30 minutes. For the last five minutes, broil until the top is golden brown. Remove from oven and let stand for 5 minutes before serving.
Capt. John Wampler has worked on yachts big and small for more than 25 years. He’s created a repertoire of quick, tasty meals for crew to prepare for themselves to give the chef a break. Contact him through www.yachtaide. com. Comments on this column are welcome at firstname.lastname@example.org.
NUTRITION: Take It In
September 2012 C
Myth-information about caffeine and dehydration is clarified Some people think that caffeine is a potent diuretic. True, if you drink a cup of coffee in the morning, you’ll soon be looking for a restroom. Yet, the myth persists that drinking coffee or cola or other type of caffeine-containing beverage will dehydrate you, especially if you drink it and work or exercise in hot Take It In Carol Bareuther weather. This is simply not true, although there are other ways you can become dehydrated. The myth-information about caffeine and dehydration was busted back in 2003 when researchers at Loughborough University in the United Kingdom conducted a literature search of articles published in medical and scientific literature from 1966 to 2002. What they discovered on the topic was that drinking a large amount of caffeine in large doses, for example two to three cups of coffee or five to eight cups of tea at once, results in a shortterm increase in the amount of urine in those folks who haven’t taken in any caffeine in any form for several days or weeks. However, they found that chronic caffeine consumers developed
a tolerance to this diuretic effect. In fact, caffeine equal to the amount normally found in a standard cup of coffee, tea or soft drink didn’t act like a diuretic at all in those accustomed to caffeine. What this means is that drinking a refreshing glass of iced tea on a hot afternoon will not dehydrate you, but instead provide re-hydrating fluids. What can lead to dehydration is not drinking enough fluids. According to the American Council on Exercise (ACE), women should consume 91 ounces (about 12 cups or 3 quarts) and men, 125 ounces (about 16 cups or 4 quarts) each day. This doesn’t need to be all as water, but in a variety of fluids including coffee, tea, juice, smoothies and soups. Even fresh fruits and vegetables are a great source of fluid. For example, cantaloupe, grapefruit, strawberries and watermelon, all provide more than 90 percent of their weight as water, as do a long list of vegetables such as broccoli, cabbage, cauliflower, celery, cucumbers, eggplant, lettuce, bell peppers, radishes, tomatoes and zucchini squash. Fluid needs do increase in hot weather. In fact, one hour of work or exercise in the heat can lead to the loss of a quart or more of fluid through sweat. In this case, the ACE recommends drinking 2 to 2 ½ cups
Drinking a refreshing glass of iced hibiscus tea on a hot afternoon will not dehydrate you, but instead will provide vital re-hydrating fluids for PHOTO/DEAN BARNES your body. (16 to 20 ounces) of water two to three hours before the start of exercise. Then, drink another cup (8 ounces) a half hour prior to the activity, and then a cup (8 ounces) every 10 to 20 minutes while performing the work or exercise. It’s important to drink throughout the activity as thirst can be a sign that dehydration is already setting in. Interestingly, rehydration occurs faster
with sodium, regardless if this is in the form of salt sprinkled on food or in a sports drink. With the amount of salt in our regular diets, there is no need to take salt tablets. Eating a high protein diet can cause dehydration. That’s because your body needs extra fluids to get rid of the urea produced by all the protein. High-protein containing foods include meats, poultry, fish, eggs and dairy products as well as more unnatural forms of protein such as protein powders and protein shakes. Drinking alcohol, including beer and wine, can also be dehydrating. This is due to alcohol blocking the release of a hormone called antidiuretic hormone, or ADH, and thus causing the kidneys to excrete more urine. Research has shown that the equivalent of a 2-ounce shot of liquor can result in the loss of up to 1 cup or 8 ounces of urine. Dehydration sounds simple, but can have lethal consequences. Take care to prevent it by taking in enough fluids – including coffee and tea – and highfluid foods each day, while not going on high-protein diets or binge drinking on alcohol. Carol Bareuther is a registered dietitian and a regular contributor to The Triton. Comments on this column are welcome at email@example.com.
C September 2012 TRITON SURVEY: Management companies
Does the yacht operate under a management company?
Yes – 31.9%
Have you ever worked on a yacht under management?
If you answered yes to questions 1 or 2, What are the advan do/did you like the arrangement? company? 38
No – 31.9% No – 48.4%
No – 68.1%
Yes – 51.6%
Yes – 68.1%
Handles Distances H paperwork owner fir
Respondents from charter vessels like management companies fou SURVEY, from page C1 situation. “The fairly recent advent of a couple of regulatory management companies who deal exclusively with keeping up with certificates, licenses, ISM & ISPS reporting, survey compliance, etc., is a great thing and a huge assist to the captain and chief officer,” this captain said. “That is the only kind of ‘management’ an experienced captain needs.” We sliced the results of this question so see if the few strictly charter vessels in our survey (just 6 percent of respondents) liked working with a management company more or less than private vessels (71 percent of our respondents). They did. Our few predominantly charter vessels like the arrangement four times more than dislike it. “Managing a charter yacht is very different from a private yacht,” said the captain of a private yacht 140-160 feet. “The former can be run more like a standard business, while private calls for understanding of the captain-owner special relationship. Remember, the owner trusts the captain with his life and that
of his family; owners do not do that with management companies.” The largest group that disapproved of management companies were those vessels with a good mix of charter and private use, which turned out to be just 17 percent of our respondents. Among them, nearly twothirds disapproved, compared to about 42 percent of the remainder. “A new and upcoming captain could use the help of a management company,” said the captain of a private/charter yacht 80100 feet in the industry more than 25 years. “I have seen and been subject to the wrath of management companies that think of captains as nothing but chaff, dime a dozen, turn over crew to generate revenue, disparage you to the owner.” “The reality is rarely so simple as providing support for the crew,” said the captain of a private/charter yacht 180-200 feet in the industry more than 30 years. “In the yachting industry, management generally is derived from brokerage firms and is used as a revenue generator or to maintain a relationship with the owner. This is not always the case with all management companies, however I have dealt with all the large companies and can
guarantee that there are no cost savings to be had for the owner through relationships with these organizations.” Since so many of our respondents had a least some familiarity with management companies, we asked What are the advantages of a management company? We offered several advantages to choose from. The most popular was that management companies handled paperwork so captains and crew could concentrate on guests. The next two most common answers were chosen by about half as many respondents: management companies create a layer between captain/crew and the owner, and management companies give support in hiring/firing situations. Only 12 respondents chose “It manages shipyard time to give crew time off ”, and 10 chose “It provides outlet for crew to deal with inadequate captains.” A few respondents offered other positive benefits. “They provide an unlimited resource of assistance,” said a captain in the industry 15-19 years. “From my experience the management outfits do a good job with the larger busy
charter yachts,” said the captain of a private yacht 100-120 feet in the industry more than 25 years. “They can be a very good resource for the busy captain. I don believe they are a good idea on the smalle private yachts. I would rather deal direct with the owner.” “The true beneficiary of a managemen company is definitely the owner of the yacht,” said a captain in yachting more than 30 years. “There is a better chance of professional protocols being met when the captain and crew see their role mainly in the professional sense and not as friends with the owner and his family. The management company will keep that relationship bridge intact.” “With smaller vessels having more and more paperwork and statutory requirements, yet fewer crew to assist with the chores, this is one area where th management company can greatly assist and free up the captain’s time and labor,” said the captain of a private yacht 140-16 feet in the industry 15-19 years. Several respondents tempered their “good” comments with “not-so-good” comments “Good: it provides third-party oversigh
ntages of having a management
TRITON SURVEY: Management companies
What are the disadvantages? The management company ... 46
Hiring/ Manages Outlet for ring help yard time crew
Breaks chain Undercuts Distances Other of command captain owner
ur times more than they dislike it
that gets relayed directly to the boss,” said the captain of a private yacht 100-120 feet in the industry less than 10 years. “If you are doing a good job, it’s great to have someone the boss trusts say, ‘hey, you’ve got a great captain here.’ I can’t engage the boss directly and tell him how great of a job I am doing. That is awkward. “Bad: most management companies do not have clear understanding of what their scope of services are,” this captain said. “I like to know what I get for my money. Sometimes that is difficult to decipher.” “They can be your best friend or your worst nightmare,” said the captain of a private yacht 200-220 feet in the industry more than 20 years. “Good management should support the captain behind the scenes,” said the captain of a private yacht 140-160 feet in the industry 15-19 years. “Bad experiences include management trying to get between the captain and the owner. The captain/ owner relationship is very personal and special. Management should not interfere with crew selection or daily running of the vessel.” “It’s a Catch-22 to rely on someone else to get your things done,” said the chef on a
private yacht 100-120 feet in the industry 4-6 years. “The same benefits can also be the drawbacks. “While you’re often awarded freedom, sometimes you’re at the mercy of someone else,” this chef said. “We’ve been waiting around for things on occasion, only because our management team hadn’t gotten it done yet. In those situations, we were thinking, ‘man, I could have taken that one on and it would have been done.’ And yet, if we don’t use them, other things would never get done.” “Management companies have had many benefits for crew policies and politics and helping with paperwork,” said the chief stew on a private/charter yacht 180-200 feet in the industry 4-6 years. “Unfortunately, I have found more trouble with them than not. For example: “1. I have lost more good crew to management companies not taking into consideration an individual’s specific needs and time-off requirements, and claiming the captain did not keep up with record of days off so no crew was paid for days owed after they left.
See SURVEY, page C10
September 2012 C
One veteran captain’s view of how management companies work Let’s be clear: the main reason for the existence of yacht management companies, at least the ones attached to brokerage houses (i.e. most of them), is to keep the customer in house. The common situation is not that the captain appoints a management company (MC) as your initial question asks. Instead, after a boat is sold by a brokerage, their in-house (or preferred) MC most likely hires the captain, who then becomes beholden mainly to the MC and not the owner. This is a critical aspect and why it’s so common to have captains afraid of going against the MC’s or broker’s desires and recommendations, as it often is a sure way to get yourself fired. More often than not, the MC also deliberately creates a layer of separation between the owner and the captain, very often reducing the captain to nothing more than a bus driver. The MC/brokerage makes sure to give the owner the impression that they are the ones making all the important decisions, which indeed they often do in order to justify their existence and their fees. This situation makes many captains afraid of actually doing anything substantial, from ordering uniforms to booking dockage or selecting an anchorage (I’m not kidding) without consulting with the MC. This creates a money-making
opportunity for certain MCs who market themselves to owners as “saving them money.” What they really do is negotiate discounts for any and every item/service supplied to the vessel, then pocket most of the savings when billing the owner directly. Also, many owners, especially inexperienced owners getting involved in increasingly large vessels as their first yacht, are happy to go along with the broker’s recommendation to use their MC and have them appoint a captain. To many such new owners, buying a boat is not much different from buying a chemical plant (or other business). It’s a business they likely don’t know much about at the outset, so they rely on the advice of what they come to judge as the most competent appearing broker/MC. The last man to the party is usually the captain. While legally responsible for most issues aboard, he increasingly is becoming a bus driver. Perhaps we will soon see a similar situation on large yachts that is common on commercial vessels: captains on rotation, not necessarily having the traditional close relationship with the owner that most of us who have been in the business for some years treasure and hope for. – From the captain of a private yacht larger than 220 feet who has been in the industry more than 30 years
C10 September 2012 TRITON SURVEY: Management companies
Biggest fans of shore management had 15 to 19 years of experience SURVEY, from page C9 “2. The management company was involved with the budget of all areas of the yacht. No allowances were made for special case needs, such as the yacht being a new build charter yacht and no provisioning had been done. We were asked to set up the yacht with the normal monthly budget, which was impossible.” And of course, we also asked What are disadvantages? Again, we offered several options. Almost all the respondents chose each one: “Interrupts the chain of command”, “Can usurp the captain’s authority with crew”, and “Creates a layer between the captain/crew and the owner.” They also offered others. “Bill paying can take far too much time, basic maintenance can suffer as the budget is restricted, and authorization for spending can delay progress,” said the captain of a private yacht 100-120 feet in the industry more than 10 years. “Crew morale is unstable as they are unsure of who is the command and don’t have a sole person (captain) to talk to with issues. “Finally, the fee the management company charges adds to the overall running cost of a yacht making the yacht appear more expensive and frustrating for the owner and captain alike,” this captain said. “Has direct contact with the owner and fails to pass on information in good time,” said the captain of a private yacht 120-140 feet in the industry more than 10 years. “It is important to make the distinction between full management company including brokerage and charter and one that only handles the International Safety Management (ISM) aspect,” said the captain of a private/charter yacht 140-160 feet in the industry 15-19 years. “Full management companies position themselves above the master and below the owner whereas the dedicated ISM management company supports the master and allows the master to actually be, well, the master. “Another disadvantage of a full management company is the conflict of interest between a commission for a charter or sale and the safety of the vessel,” this captain said. “I feel these should not be under the same roof.” “They can get in the way of making the yacht work,” said the bosun of a private yacht larger than 220 feet who has been in the industry more than 10 years. “If they are not onboard to see how it is working, how do they fix it?” Our captain who asked us to do this survey wondered not only if a management company would help in the operations of his vessel but if it would help him be a better captain, so
we asked Does having management company make for a better captain? Three-quarters of our respondents said no. “Management companies don’t like better captains because better captains don’t need to be managed,” said the captain of a private yacht 120-140 feet in the industry more than 20 years. “If the captain can’t manage the boat, take the money you would spend on a management company and use it to hire a captain who can. That way, your management is on board with you and available 24/7.” We crunched these numbers a little further in terms of length of time in the industry. All groups save one were a majority in the “no” category. Captains and crew in the industry 15-19 years responded 57 percent in the affirmative, that management companies made for better captains. We’re not sure why. Perhaps that time frame coincides with the creation and rise of management services in the industry, meaning the careers of these captains and crew rose with management companies. But for that to be the case, all captains and crew in the industry less than 20 years would have trended positive. They didn’t. Neither were they all charter vessels, which we thought might be the case. They were evenly split between private and charter use, as well as mixed use. Finally, since not all management companies operate the same way, we wanted to know Ideally, what would a management company provide? “We have had several yacht management companies and have found that companies that handle all of the vessel’s operations to include crew staffing, crew payroll, chartering, brokerage, etc., are a little too involved,” said the captain of a private/charter yacht 160-180 feet in the industry 1519 years. “We prefer to have a specialty yacht management company handle just the ISM/ISPS management side. The other services are handled as needed or in-house by the owner.” “Support rather than direction,” said the captain of a charter yacht larger than 220 feet in the industry more than 25 years. “A range of services that we could choose, like a menu,” said the captain of a private/charter yacht 180-200 feet. “Bill- and wage-paying assistance, repatriation, paperwork and general requirements for flag state, insurance and class,” said the captain of a private yacht 100-120 feet. “Management companies should be involved in the initial assessment of work and be able to take what the captain passes on to them and be a
See SURVEY, page C11
INTERIOR: Stew Cues
September 2012 C11
Putting what I learned on your summer vacation to work Now that autumn is upon us, this is the perfect time to sit back, kick off those deck shoes, and meditate upon the season. What went wrong and, more importantly, what went right? Let’s put this information to good use to better prepare for the next season of adventure travel. Suppose we have our schedule Stew Cues for the upcoming Alene Keenan winter season. There is a simple formula for an action plan. We have an idea of who is coming, what they like to do, when they will be onboard, where we are going to take them, and why they are coming to the boat. Start at the very beginning: the guest list. 1. Who is coming to the boat, and how many guests will there be? If it is owners, current family, ex-family, friends of family, or some combination of the above, we can refer to preference sheets and other information we have gathered from previous visits. If it is a charter group, are they repeat visitors or new guests? This information will help us establish not just culinary and personal care guidelines, but also the degree of familiarity we may have with them, and the level and style of service they may reasonably expect. At the very least, we need to know: Name
Age Sex Occupation Culinary preferences: food and drink profile Allergies, health and illness concerns Religious or cultural guidelines 2. What else would it be helpful to know about them? l Their nationality. In addition to cultural and religious factors, keep in mind that family traditions and dynamics may influence daily habits, routines and activities l Activities they enjoy. A bit of knowledge about hobbies and special interests can go a long way in helping provide customized concierge services and in planning sports and entertainment options. l Personal care guidelines, likes, dislikes and favorites. Each time guests visit the yacht, the opportunity to create and stage a unique, memorable encounter presents itself. Knowing that Mr. X loves listening to soft music in the morning while he reads the daily newspaper you have so graciously provided can get the day started right. Knowing that Mrs. X is surrounded by her favorite flowers, foods and drinks completes the ambience. Ensuring that you have anticipated everything the two of them could possibly need to enjoy every minute they have onboard is a priceless gift for them to treasure. All of these things add up to the development of a truly authentic service relationship with the possibility to grow and improve over time. l Safety and security concerns. An
awareness of and respect for the safety and security concerns of guests will create confidence and trust, allowing them to relax and enjoy their time. 3. When are they arriving? Timing is an important factor when setting the stage for the perfect onboard experience, and certain things have to be taken into account to properly prepare for guests. Routine tasks must be completed prior to arrival in order for the crew to give their full attention. The time of day they arrive determines the first day’s schedule and whether or not drinks, snacks or a full meal service should be ready to accommodate them. The length of the trip and the number of guests onboard is another factor. It influences the planning and scheduling of every detail, from the number of bottles of wine you need to have on hand to the number of times you need to change and launder the bed linens. The time they are departing, and whether the boat is scheduled to leave after they depart will affect the schedule, too. 4. Where are we picking them up? There are numerous details to be sorted out regarding travel destinations and planning. The mode of transportation they use to get to the boat can have an impact on the amount of time you have to complete preparations. Are they arriving by private jet, commercial aircraft, or are they driving? Is a crew member picking them up, or will they be meeting the boat on their own? Whether they will be standing on the dock waiting for the boat to arrive, or
coming in at a reasonable time alters the program. The travel schedule and information about destinations impacts opportunities for provisioning, availability of services, and entertainment options. You might not have an opportunity to send items out for dry cleaning or to find fresh flowers, so plan accordingly. 5. And finally, why are they coming to the boat? Holidays, vacation time, special occasions and family celebrations are among the many reasons why people charter yachts, and why owners use their vessels. Whether they are coming with the family for a school break, for an anniversary or special event, for a religious or traditional holiday, or simply to relax and have a good time, you will need a plan of action, and the means and authority to execute it. There is no such thing as failure in life; there is only feedback. The feedback we have received during the summer season is invaluable information. By using that information and then sticking to the simple who, what, when, where and why formula, we are guaranteed to plan and execute a successful season this winter. Alene Keenan has been a megayacht stewardess for 20 years. She offers interior crew training classes, workshops, seminars, and onboard training through her company, Yacht Stew Solutions (www. yachtstewsolutions.com). Comments on this column are welcome at editorial@ the-triton.com.
Ideally, management companies would place themselves in a ‘support’ position SURVEY, from page C10 double check on the project but not to interfere with or undermine the captain, who is more familiar with the vessel and what needs to happen to keep the vessel seaworthy,” said the captain of a private yacht 100-120 feet in the industry more than 30 years. “They should remain in the background and be an extension of the vessel captain when needed.” “In my humble opinion, after 25 years experience, only Wright Maritime is a true management company,” said the captain of a private yacht 140-160 feet. “Others are there to support the sale and future sales. WM supports the owner without conflicts. “As a captain, WM is the only company that truly supported me, also. Others have been good at notifying me of problems; WM always notified me of solutions.” “Ideally, the management company would position themselves in support of the master, not above him, and provide the services the master desires to have assistance with – most notably, ISM,
which is required on commercially registered vessels,” said the captain of a private/charter yacht 140-160 feet in yachting 15-19 years. “Having a good support company allows me and the chief mate to spend less time doing paperwork and more time keeping yacht owners enjoying their yachts.” “If – and it’s a big if – a management company is willing to act as an agent for the yacht, it can be beneficial,” said the captain of a private yacht 120-140 feet in yachting more than 20 years. “An agent assists a captain and the owner by handling things like permits, visas, fuel, dockage, supplies and local knowledge,” this captain said. “They can facilitate entry into foreign ports, sort through customs issues and legalities, but they do not control the yacht. They work with the captain; they do not direct the captain. If the captain is not capable of managing the yacht, you need a different captain, not some land-based company a thousand miles away trying to do the job.” “Clear support; final handling of planned berthing; if handling finances,
then to make sure that crew are paid on time; and supply contacts are provided wherever the yacht is,” said the captain of a private yacht 80-100 feet in yachting more than 10 years. “Bookkeeping oversight, ISM oversight, Designated Person Ashore (DPA), an outlet for crew to go to if the captain is bad, and back-up for captains who might be weak in an area,” said the engineer of a private yacht 180-200 feet in yachting more than 15 years. “For example, if a captain who is not strong on engineering and thinks his engineer is not telling the whole story, the captain could ask for help/oversight from the management company.” “Support services only, honest representation of the owner’s interests and transparent purchasing practices with declarations of interest when utilizing the service of their allied/ owned companies,” said the captain of a private/charter yacht 180-200 feet in yachting more than 30 years. “Administration support generally, for example, searching and locating necessary parts when the crew are busy
or on passage,” said the captain of a private yacht 120-140 feet. “Financial admin is always appreciated as it takes up most of the captain’s time if he has to deal with the accountants as well as put the accounts together every month.” “There is no real need for yacht management companies; that is what the captain is hired to do,” said the captain of a private yacht larger than 220 feet in the industry more than 30 years. “What is needed and would be of great help, especially to busy boats, is a yacht support company that indeed supports the captain and the owners. There are a few of these around, but unfortunately not very many.” Lucy Chabot Reed is editor of The Triton. Lawrence Hollyfield is an associate editor. Comments on this survey are welcome at firstname.lastname@example.org. We conduct our monthly surveys online. All captains and crew members are welcome to participate. If you haven’t been invited to take our surveys and would like to be, register for our e-mails online at www. the-triton.com.
C12 September 2012 BUSINESS CARD ADVERTISERS
BUSINESS CARD ADVERTISERS
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C14 September 2012 PUZZLES
Try these puzzles below based on numbers. There is only one rule for the number puzzles: Every row, every column and every 3x3 box must contain the digits 1 through 9 only once. Don’t worry, you don’t need arithmetic. Nothing has to add up to anything else. All you need is reasoning and logic.
ADVERTISER DIRECTORY Company
Abeam Marine Supply B8 Alexseal Yacht Coatings A11 Antibes Yachtwear B15 AERÉ Docking Solutions C4 Argonautica Custom Yacht Interiors A16 ARW Maritime B7 Atlass Insurance B6 Beer’s Group B13 Bellingham Marine (Wards Cove Marina) C5 Bohicket Marina & Market B8 Bradford Marine A3 Brownie’s Yacht Diver A17 Business card advertisers C12-15 The Business Point B14 C&N Yacht Refinishing A2 Cable Marine B16 Coastline Marine A10 Dennis Conner’s North Cove Marina A6
Dockwise Yacht Transport B2,B12 FenderHooks B11 Fibrenew Leather Repairs B11 Florida Firearms Training A6 Global Yacht Fuel B11 Gran Peninsula Yacht Center B5 The Grateful Palate A13 HTH Worldwide A4 International Registries (Marshall Islands) C9 ISS GMT Global Marine Travel A5 LaBovick Law Group B10 Lauderdale Diver A18 Lauderdale Propeller A16 Lifeline Inflatables B7 LXR Luxury Marinas B3 Mail Boxes Etc. (Now the UPS Store) C6 Marina Bay Marina Resort B15 Maritime Professional Training C16
Matthew’s Marine A/C MHG Insurance Brokers National Marine Suppliers Neptune Group Northeast Maritime Institute Northern Lights Overtemp Marine Palladium Technologies Professional Tank Cleaning & Sandblasting Professional Marine Duct Cleaning ProStock Marine Quiksigns Renaissance Marina River Supply River Services Rossmare International Bunkering Royale Palm Yacht Basin Sailorman Seafarer Marine
B4 A8 A9 A15 C2 A10 B4 C8 B7 A12 A7 C6 B10 B13 B6 B4 A2 B14
Seahorse Marine Training Sea School Slackers Bar & Grill Smart Move Accomodations Staniel Cay Yacht Club SunPro Marine TESS Electrical TowBoatU.S Trac Ecological Marine Products Tradewinds Radio Turtle Cove Marina Watemakers, Inc. Water’s Edge Consulting West Marine Megayacht Supply Westrec Marinas Yacht Entertainment Systems Yacht Equipment & Parts Yacht Next
B4 A15 C10 A6 A10 B12 A12 A11 B11 C10 B12 A18 B13 B9 A14 B8 A20 C7
BUSINESS CARD ADVERTISERS
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